KOHLER GhGNaS twin cylinder engine SERVICE MANUAL Models K482, K532, K582, K662The Models K532 und KS82 are identical to the Modst R402 except for bore and horeepover differences, the infomation pertaining to the Model K292 in thie Hamat also applies to the Model K68® and Kod. CONTENTS description teserintion tage CPCRATING INSTRUCTIONS 11 | encine - cancaa. senvtces bes Pre-StaPt vssssnss. ii |cooting system me Staring raceaire © 12] Grinder sorvies Siooptnd roceaare 1S] Rive‘ ropeet Cleertnce Service Sensoule 00000000 15 | Etmcase Freceser Sysco Howse Shoseing © TE] enin®torte EnercTne uaracarion 21 | Grpressfon Test Oi Level « 2:1 | cnspecron « ’ OH Level 2-1 | ensoecrion » orsassexu tonnes pace Ei] derkare OH Gung IIIS Bi) | ieneetion’ «2 Oy Sitters ooo 22] Bisusserbly procedure 1 Pressure "Git Pape : a Oi 24) notte AEONDITIORTNG .....ccceccsssesssseeeernsesee WOE nw trac aa] cylinder Block es to 21 | Santee tiene ea ecm 5] Flaten t/Rings os fai 03 ae é Piston ~ poo ksseabi ies mig Eoenedsing fod pace ws FUEL SYSTEM ssssssesseeereee en] ales "Ble wechana 08 Gasoline taourators cr] Sindee feds 106 fetgmtic Osher m8 - Fuel fumps roses a3 AE ER fo) evs fects Ml fae : sa | tantte’Taetractians By 12 Governors 52. specie Fi acc 5 J mem ne sts . seers IGNITION SYSTEMS er Gperating Instractions ae seeeerteecren tt epi pelaeeee etree 2 Sperational Test. 7 S31] ete Soren a park Plug» : S agua. Breaker Boge 0 00TTE G1 | __ SE Rasutee a9 Giuswer £2] wopupvearions, aczessoRies ia Magnetos (K662) 5°... 6.3 Clutch, Wet Type Ba Cestelon vining” Gaaéi"~ 53] Quen’ Gear Aacdis iii” Wa ELECTRICAL SYSTENS pa Tool Chsting 9.2000 he Battery... 7-1) soecuruearions eaaz, 4532, n662 a eens a specifications and Tolerances. wal Stet dcee kurta FE) Senile Galuet snd somuences He Flunectesiternetor Syston 13 General Safety Warnings Arsnnine; ACCLOENTAL STARTS - Before seevicing the engine or equiprent, always remove tho spark plug lead te prevent the engine from starting accidentally. Ground the Tend to prevent sparks that could cause Fives AMissinincs EXPLOSIVE FUEL = Gesotine 15 extranely Flamable, and Its vapors can axplode if ignited. Store gasoline only in soproved containers, in uncecupred buildings avy from spark: ar flanos. 00 not add gasoline while the engine #3 hot or running, or start the engine near spitted gaseline. Never use gasoline as a cleaning agent. ALws2H ING: HOT, MOVING PARTS = The engine and exhaust system get extremely hot from operation. Do not operate the ‘equipment with covers, shrouds, or guares removed. Keep hands, feet, clothing, and hair avay from ell moving parts Bo aoe allow the equipment to fun unattended. ALwerins: LETHAL EAMAUST GASES ~ Engine exhaust gases contain polsonous carton wonoxide, Avold inhaling fuses, and never run the engine In ¢ closed building or confined area EENING: DANGEROUS ACEO, EXPLOSEVE GASES = Batteries contain sulphuric acid. Avoid contact with skin, eyes, and ‘Clothing. Gattertes produce explosive hydrogen ges while Seng charged. VenttTate the ares when charging the battery. Heep eigarattary sparks, open flane, and other sources oF igrttion aay fron battory at all tives. Keep betteries and fed out of the reach of ehitéren.Renove 011 Jevetey sen working on battery CAUTION: 09 not tamper with the governor setting to Increase the maxisun engine speed. Overspeed is hazardous ant Will void the warrantyOPERATING INSTRUCTIONS PRE-START INSTRUCTIONS LUBRICATING OIL i 1 wake Sune wuse 07 ee ' { 1s aDOeD. TO DRIVEN : {EQUIPRENT WME REQUIRED 1 \ {SAE 30 ' i {ae wer. sare { \ ance oo wort ' exceed = SAE swan ; femme for ; } sae"5xa0 ' : ' ! \ 1 1 1 1 Use SAE service | class $C, 9D, f i Seer sreit. | ‘AIR CLEANER BATTERY FUEL FUEL_ON cece POLARITY Seed Fie Fue Tan NOTE FRESH, REGLLAR| RADE. O-LEAD OF eaben SAO. 2 NEGATIVE {-} GROUND SYSTEM USED Cw TUR FUEL YALVE 10" Ow postion [couvrerctociese)STARTING PROCEDURE CHOKE THROTTLE TENTION PULL CHOKE KOs WODERASS TENPSRATURES, HOVE Toes Nove TaROTTLE HALFWAY OPEN CRANK ENGINE (HANG) CRANK ENGINE (ELECTRIC START) PULL STARTING ROPE TH OTRECTION SHOKN — USE QUICK, STEADY MOTTON ENGINE: STARTS Qe @ BRO HOLD BUTTON,” RELEASE MEN ENGINE STAATS. eas AG RETURNS PO AON) GRADUALLY PUSH CHOKE OB ACK IN RS ENGINE Wears UP (70 GPE cHOKE PLATE) STOPPING PROCEDURE STOP BUTTON STOP SWITCH JEORESS GROLND BUTTON LOCATED OW MAGHETO = TUR FUEL VALVE OFF APTER ENGINE. 1S SHUTDOWN (CLOCKAISE) 1.2SERVICE SCHEDULE DAILY EVERY every | every | every SERVICE AT INTERVALS INDICATED | (ree starr) | 25 x0uRs | 50 HOURS | 100 HOURS | 500 HOURS CLEAN AIR INTAKE SCREEN — CHECK OTL LEVEL REPLENISH FUEL SUPPLY SERVICE DRY TYPE AIR CLEANER SERVICE DRY TYPE AIR CLEANER PRECLEANER SERVICE MULTI-PHASE AIR CLEARER - SERVICE OTL BATH AIR CLEANER CLEAN EXTERNAL SURFACES OF UNIT ~ CHANGE LUBE OU (CHANGE LUBE OTL FILTER SERVICE FUEL FILTER SERVICE SPARK PLUGS CHANGE OIL IN WET TYPE CLUTCH ~ SERVICE CRANKCASE BREATHER CHECK AND SERVICE BREAKER POLNTS CHECK IGNITION TIMING CHECK VALVE ~ TAPPET CLEARANCE (CHECK CRANKCASE VACUUM ~ CHECK COMPRESSION CHECK SPECIFIC GRAVITY ~ BATTERY SERVICE DC GENERATOR — SERVICE STARTING MOTOR AND DRIVE SERVICE CYLINDER HEADS *If leaded gasoline is used, service cylinder head every 250 hours. JOM: Intervale otated ane fox geod, olean opavating conditions only -- ser frequently (even datly ox nore often) £f extranely duety or dirty oonditions prevail. See appropriate cevvioe eeation for eerioe details. 1.3TROUBLE SHOOTING ‘conOETTGN POSS E CAUSE 7 Tard Starting ov Loss of Power Faulty tguition. Loose or grounded high potnt ads Inproper breaker point gap and timing. Defective breaker points. Faulty sparc plug or tmproper gap. Faulty condenser or coil sion or breaker Faulty Fuel Syster. a. Gasoline not gotting to carturator. 1 Dirt ar gun tn. uel Tine 2. Fuel puap ‘autty, b. birt In carburetor. ©: Carburetor inproperly adjusted v insuffiefent avaflable coe? air: Dicty ate fotake sereen, shroud or ecoling Fins Inproper fuel Fuel misture too Tean Ieproper igeition tining. Engine overoased. Tight tappet clearance, c BackFirin Fos! nature too lean. Inproper tining. valve "sticking . Decastonat "Skin" at High Speed Spark plug aap too wide. Inproper carburetor setting or Tack of fuel Wrong type spark plug. Use reconmended spark plug Inproper timing. perating Erratically Clogged fuel Tine. ater ia fuel. Faulty choke control Improper fuel ixture Lente ignition connections. Afr leaks 19 aanttold or carburetor connections Vent in gas cap plugged Fuel pump faulty. F Engine will Not idle Ingroper carturetar idling adjustment Carburetor clogced Spark plug gap set too ciose Leaking carburetor or manifold gaskets 14LUBRICATION The 2 cylinder engines have positive pressure gear type oT pumps which supply ofl through inter- nal galleys to main bearing, camshaft bearing, connecting rod and other wear areas. On K6S2 models, transfer sleeves are used to direct of1 to the anti-friction type main bearings. On sone early 432 engines, ofl 1s picked up through a Floating ofl screen--a Fixed of] screen 18 used on most KéB2 and 1532, KB62, modes. u OIL LEVEL The lubricating oft level aust be maintained in the "safe" operating range at al1 tines. O17 level must be between the L (Tow) and F (full) marks on the dipstick. Always clean area around dipstick so that dirt does aot fall into engine when dipstick is renovad. Check datly and add o{7 as necessary to maintain proper level--00 NOT QVERFILL--o11 level must not exceed the F mark. There are several different types of dipsticks in use. On the shorter type, which consists of a combined dipstick-of1 #f11 plug, turn plug all the way out of crankcase, renove and wipe oll off dipstick then reinsert-csnoulder plug on top of hole (do not turn plug in) beforé removing for reading. With the extended 011 F111 tube and bayonette type dipstick, push or twist cap until dipstick is all the way down on tube, then renove and take reading. Check gasket (or O ring) inside cap occasionally to make sure it fs clean and in good condition: CAUTION: “Hew engines are usually shipped from factory with dry suap--check to ake sure proper anount ‘GP oT is in the engine or added before engine is started for the first tine. (Also add oil as needed to driven equipment such as wet type clutch.) OIL TYPE Use high-quality detergent of? of API (Jmerican Petroleum Institute) Service Class SF. Select viscosity based on the air tennerature at the tise of operation as shown below RECOMMENDED SAE VISCOSITY GRADES 4 logo or symbol on of] containers identifies the API Service class end SAE viscosity grade. The top portion of the symol shows service class, such as API SERVICE SF in tne example, The Syabo!_may show additfonat x categories, such as SE, SF/CC, ee ee Ce a ee ©, The center portion shows ‘the TEPERATURE RANGE DUPECTED PORE NENT OL GONE ‘itcority grade, such as SAE 0 4 Straight I-veight of] 1s preferred. If multiviscosity {s used, be aware of the resulting increase in ‘11 consumption and combustion deposits when used tn tenperatures above 32°F (°C). CAUTION: Using other than Service Class SF oil or extending ofl-change intervals longer than recomended Gould cause engine danage which is not covered by the engine warranty. RUN-IN OIL A special "break-in* of1 is used in the factory during the test and run-in period. After factory “run-in, the special of] 1s drained and the engine is fogged with a special preservative oll. Further use of "break-in® of] $s not required nor recomended for new Konler Engines. Engines should be run-in on the detergent type oil listed in the foregoing chart. Engines should be placed under load from the very first as this prawotes final seating of the rings. Change of] after the initial Five hours of operation. On overhauled engines or those rebuilt with new short blacks or mini blocks, use 30M $B or SC oi] uring sunmer and 10x S8 or SC o11 during winter for tne first five hours of eperatioh to promote Seating of the piston rings. If these oils are unavailable, any JOM ofl may be used. After this initial run-in period, change to the ofls listed above. OL CHANGE On a new or rebuilt engine, change ofl after the first § hours of operation and then every 60 operating hours thereafter. Change oi! sore frequently under dirty, dusty conditions. Drain of] when engine is warm - it Flons more freely, carrying away more inpurities. After draining oi] reinstall drain plug. Rerove dipstick and add the proper viscosity of off for the tenperature in which your engine will be operating. 'FI11 to the "F* mark on the dipstick as opposed to adding a given quantity of of1. Check level on dipstick before adding nore oil. Oil capacity is 3.0 quarts. Add an additiona) 1/2 quart when off filter ts changed on the KéS2, K532_ and KS82 nodels. fda an addittonal 1 quart on K662 models when of] Filter element or cartridge 13 replaced. 24OIL FILTER K482 and K532 engines use full flow type oil filters while by-pass type filters are available as an option on K662 models. Failure to change oil and oil filter elements at the recommended intervals can Tead to serious damage to the engine. Thie is eapecially true when using detergeat oils which have the ability to hold a specific amount of unfllterable impurities in suspension; however, when a saturation point is reached, the ofl may suddenly break down to form a gelatin-like substance which seriously impairs and can even stop flow of lube oil, An oil filtor does a very effective job; however, it rust be replaced each 100 hours of operation (every other oil change} under normal conditions or more often if the engine is subject to extremely dizty conditions, ‘Two basic types of oil filters are in use on the 2 cylinder engines. The replaceable cartridge {full flow) type is fitted to an adapter which is mounted directly on the crankease. The other type (bypass) is usually mounted at a point remote from the crankcase and uses external ofl inlet and outlet lines. When replacing the cartridge type unit or the element in the remote type filter--use only genuine Kohler replacement parts from the Kobler blue and white parts cartons, The gaskets, where necessary, are included in each parte carton, Be sure to follow instructions pertaining to the type of filter used. #2 SPARK» NOTE: 1° HEX. PROVIDED ON SOME REPLACEMENT ELEMENTS FOR REMOVAL =-USE STRAP WRENCH ON OTHER TYPES OTE: OIL FILTER TTRIDGE UNDER #2 CYLINDER BAFFLE ON EARLIER K482 MODELS INSTALL REPLACEMENT FILTER "INGER TIGHT™ ONLY <+— 10WeR HousING FIGURE 2-1 =- KA82 CARTRIDGE TYPE OTL FILTER -- LOCATION Cartridge Type Oil Filter; On some X482 models, it will be necessary to remove the air baffle on #2 Gylinder to gain access to the cartridge--on latest K482 and all K532 models, the cartridge protrudes thru the baffle making removal of the air baffle unnecessary. Earlier models can be converted for direct access with Kit #277577--after this kit is installed, the cartridge element can be replaced with- out removing the air baffle. On K662 models, the cartridge, when used, is located im a readily accessi- ble point at the rear of the #1 cylinder--baffles do not have to be removed on the Koo2. A special strap wrench can be obtained to facilitate easy removal and installation ot the cartridge type filters. See "Special Tool" section for further details. Use following procedure for replacing cartridge. 1. Place pan or rags below cartrigge to catch ofl that may drip from the cartridge as it is loosened and removed. 2, Place strap wrench around cartridge--turn in counterclockwise direction to remove, Dis- card old cartridge and gasket. 3, Thoroughly clean filter adapter and wipe up any oll that may have spilled on crankcase. 4. Grease gasket then ture new cartridge (with new gasket In place) into adaptor~—hand tighten only. Reinstall #2 air baffle on K482 models where removal was necessary. After the proper amount of lubricating oil is added to engine (additional pint required when filter replaced) and after the engine is restarted and again placed in operation, check area around cartridge for avidence of oil leakage--correct if necessary by turning cartridge tighter into adapter (clockwise direction), 22cARTAIDGE FIGURE 2-2 -- K662 CARTRIDGE TYPE OIL FILTER Remote Mount Oil Filters: The remote mount filter can be serviced as the lube oil is drained from the “angine, No special foals are required for this type of filter. The following procedure is used for replacing element: 1, Drain off through plug provided on filter body. 21 Remove screw securing cover to the filter body, then remove cover 3. Grasp clip on top of filter element and pull element out of filter body--slip pan or rag under clement ae it is removed to provent oil from dripping on engine, Discard old element. Thoraughly clean inside of cover and body--make sure all trace of dirty oil is removed. Replace cover gaskets if needed. Close drain plug after cleaning. Shp new element (make sure proper replacement element i¢ used) then position and secure cover with retaining screw. Remember to add one quart of oil for filter capacity. 4 After oll Is added and engine restarted, observe area around filter and flexible oll lines for evidence of oil leakage. Correct oil leaks as necessary. Replace any flexible lines that are worn, Cracked or frayed to prevent sudden loss of oll and possible engine damage. ENGINE BLOCK (LEFT SIDE) ELEMENT FIGURE 2-3 -- K662 RENOTE MOUNT OIL FILTER 2.3OIL PRESSURE — OIL PUMPS If an engine is operating at normal temperatures (with proper weight of oil) and at speed specified, oil pressure should be within the range ae shown in the accompanying Oil Preseure Chart. ‘APPLICATION SPEED (RPM) OIL PRESSURE RANGE INDUSTRIAL: K482,K532 ole 40-50 PSI INDUSTRIAL: K662 1200 RPH 25 PST (Minimum) ELECTRIC PLANT 1500 30-80 PSI ELECTRIC PLANT 1800 30-50 PSI INDUSTRIAL 2200 35-55 PSI INDUSTRIAL 3200 45-65 PSI Oil pressure is the same for all two cylinder models, Pressure higher than specified will not cause damage; however, it could indicate operation with too thick oil. If oil pressure drops suddenly, thie could indicate that oil pump is faulty or that check valve ie clogged with dirt or other foreign patti- cles. Other causes of low oll pressure are badly worn bearings and/or transfer sleeves. If oil pump {is faulty, do not attempt to disassemble and repsir the pump--they are permanently sealed during manu- facture, Replace faulty pump with new unit, An external oll pressure adjustment is provided on the KS, 482 and K532 but not on K662 models. ACORN QUT SELF LOCKING HUT Lock Nur ~~ ADJUSTING SCREW oll Barly modele have aoom mut, FIGURE 2-4 -- OIL PRESSURE ADJUSTMENT —- KAG2, K532 ADJUSTMENT K482, K532; The adjusting serew is located just forward of the #1 cylinder, If adjust- ment becomes necessary, remove acorn nut, loosen jam nut then turn screw in or out until proper pressure is obtained. Turn the setserew clockwice to increase pressure or in counterclockwise direction fo decrease pressure. Adjust only with engine running at normal operating temperature and with pro} ight of oil in crankcase. Tighten jam nut to lock adjusting screw at the new setting then reinstall protective acorn nut. 24AIR INTAKE ‘The importance of maintaining an air cleaner in proper condition cannot he overemphasized! Dirt induced through improperly installed, improperly serviced or inadequate elements, wears out more ongines than does long hours of operation. Even a email amount of dizt will wear out a get of piston rings in just afew hours. Furthermore, operating with 2 clogged element causes the fuel mix- ture to be richer which can lead to formation of harmful sludge deposite in the engina, Always cover carburetor or air intake horn when air cleaner ig zemoved for servicing, Do not neglect servicing sir cleaner at recommended intervals and use only genuine Kohler parts for replacement. Keep other air intake components such as adapters, hoaes, clamps, etc. secure and in good condition to provent entrance of unfiltered air. Under normal operating conditions, disasserble and service air cleaner components every 50 hours of operation. Do this more frequently (even daily) if extrenely dusty or dirty conditions prevail. Da not attempt to clean dry type elements in any Tiguid or with compressed air as this will damage paper filter material. Wipe dirt or dust accumulation from cover including base plate where used. Replace when dirty with genuine Kohler filter element. When replacing element use only genuine Kohler part. Carefully handle new element--do not use if gasket surfaces are bent or twisted. “Not only must the right filter be used but it must be properly installed to prevent unfiltered air from entering the engine. Check the following when installing new or serviced elenent. 1. Back plate (Ké82, K532) air horns and adapters mist be securely tightened to carburetor. Replace bent or cracked back plate when used, Gaskets between back plate or air horn and carburetor must be in good condition. 2. Gasket surfaces of elenent mist be flat against cover (and back plate when used) to seal effectively. 3. Copper washer (if used) must be positioned between cover and wing nut to seal and prevent unfiltered air fron entering through center hole in cover, If wing nut is used that does not require copper washer, make sure lover flange area of wing nut properly seals around hole in cover. Wing nuts must. be finger tightened 1/2 to 1 full turn after nut contacts cover. Do not overtighten. Precleaner of — wins mut Some models are equipped with a precleaner. Pre= cleaners extend the useful life of the paper air, Cleaner elenent by ranoving coarse particles. Precleaners should be washed and oiled every 25 operating hours, or more often under extranely dirty, dusty conditions, as follons: bay TyPE ELEMENT — 1. Renove precleaner from air cleaner elenent and wash in warn water with detergent. 2. Rinse toroushly ures a traces of detergent are eliminated and’ squeeze avay excess water, Prec Air dry. (Oo not wring precleaner.) fe 4. Soak 1m fresh clean engine off and squeeze out 4. Reinstall precleaner over air cleaner elenent. FIGURE 3-1 ~~ TYPICAL DRY TYPE AIR CLEANER 34RAIN - DUST CAP ‘ Lagl EE RETAINER aR cust f Aig To CARBURETOR cunchuan worion ~TLST bust Sareis = out bust UUNLoADER FIGURE 3-2 -— MULTI-PHASE DAY TYPE AIR CLEANER ~- CUTAWAY VIEW ‘MULTI-PHASE (DRY TYPE) AIR CLEANER ‘The multi-phase (or tri-phase) air cleaner is a dry type filter for heavy duty applications requir ing extra protection against dirt and dust. On this type, after air is drawn in through the rain cap, it spins ic circular motion around the outside of the dry type element, This cizcular motion causes the heavier particles to be centrifuged or thrown outward to the outer shell of the cleaner. The heavy particles then fall to the bottom of the shell and are eventually expelled through the automatic dust Unloader, The normal vacuum withia the air cleaner holds the lips of the usloader closed until the Weight of the accumulated particles builds up sufficiently to overcome that of the vacuurn and the lips ‘open briefly to "dump" the accurmulation, Air cleaned by centrifugal action is then drawn through the dey type element and into the carburetor. The dry tyze element on the multi-phase air cleaner is serviceable--it can be cleaned in water and soap (see following instructions) up to 10 times before replacement is required. Service multi-phase cleaner at the intervals stated in the Following ateps--perform services more often under severe conditions or if power loss is noted. 1. Check condition of screen on rain cap daily--keep screen clean and free of debris at all 2, After every 25 houre of operation, disconnect retainer bar and remove clement. Clean out inside of filter Bod} is less than 100 PSI. ‘Compressed air can be used to clean out this element if air pressure (A) Insert air nozzle inside element and blow dust out. (B) Hold nozzle at least 6 inches away from element to clean dust from outside surface. (C) If compressed air ig not available, gently tap element againet palm of hand--do not tap against hard surface 3.23, After every 50 hours of operation remove retaining bar and remove clement for thorough cleaning. Sface element must be allowed to drip dry alter washing, keep extra element on hand to prevent down time during the drying period, Wash element as follows: (A) Swigh element briekly in warm water containing 2 non-sudsing detergent. DO NOT WASH IN ANY OTHER SOLUTION OR WITH HOT WATER. (2) Direct gentle stream of clean water into Inside of element to reverse flush clement, Ringe thoroughly Shake out excess water then place element on end ip clean area~-allow element to air dry. CAUTION: DONOT use compressed air to speed up drying process as this will rupture filter material (D) After element is dry, insert flashlight inside element, An even fine pattern of light as observed through the filter material indicates element is clean and ready for re-use. Ifa large spot of light is observed, element is ruptured and must be replaced. Before installing serviced element, wipe out inside of filter body, Inspect gasket end of element --replace element if gacket is damaged or miscing. Element should be replaced aiter 10 washings o Alter one year of use. Also replace automatic dust usloader alter one year of use OIL BATH TYPE AIR CLEANERS Oi bath air cleaners are often used where above normal concentration of dust, Hint, chalf, ete is present. Normally, the oil bath cleaner should be serviced after every 25 hours of operation: how= ever, if extremely dusty or dirty conditions exist, service cleaner more frequently--even every 8 houre or twice dally if conditions warrant thi There are several different types of off bath air cleaners in use, On most, outside air is drawn in through a screen or rain cap and ig then pulled across a pool of oil which absorbs the heavier particles. The partially cleaned air ie then drawa through an oil laden filter element for final filtering Bnd then into the carburetor, On some, a series of elements with varying degrees of filtration quali- ties are used for final filtering. FILTER MATERIAL OIL LEVEL yy cura Arh 70 csr oa FIGURE 3-3 -- TYPICAL O[L ATH ATR CLEANER (NORMAL CAPACITY TYPE) 3.3CLEAN AIR T0 CARBURETOR FILTER MATERIAL PREF ILTER ELEMENT Ou, LEVEL, FIGURE 3-4 -- TYPICAL LARGE CAPACITY OIL BATH ATR CLEANER To service normal capacity type oll bath air cleaner, remove wing nut and remove air cleaner components asa unit. Use the following procedure for cleaning. 1. Remove cover, lift element out of bowl, drain dirty oil from bowl 2. ‘Thoroughly wash cover and bowl in clean solvent, Swish element in solvent, allow element to drip dry. DO NOT dry with air hose ae this can ruin filteriag material in thie type of cleaner, Lightly re-oil element after cleaning with same type of oil as used in engine. 3, Inspect air horn, filter bowl aad cover gaskets. Replace gaskets if badly grooved or cracked, 4, Install gasket then place cleaned filter bowl on alr horn, Add oll (same grade and weight as engine oil) to OLL LEVEL mark stamped on filter bowl, 5. Reinstall element in bowl, position cover, place copper washer (when used) then secure with wing nut--firmly tighten with fingers only. 6, Check to make sure cleaner is properly installed so that no unfiltered air can enter carburetor, Servicing of the large capacity type ofl bath Ls essentially the same ag that stated for the normal capacity type cleaners, The main difference is that the bowl is removed from the bottom of the unit. To remove, unfasten clamps or, if clamps are not used, twist bowl until it is free of the locking tabs. Service large capacity units as follows: 1, After removing bowl, empty old oil and clean out sediment. 2. ‘Thoroughly clean dise and bowl, If prefilter element is used, press element upward, then twist to left until locking tabs line up with vertical slots then pull dowaward to remove, Swish prefilter ia clean solvent, Allow to arip ary. 3, Aiter installing serviced prefilter (when used), add clean ofl of same type used in engine to level indicated in bowl, Place disc in bowl and reinstall bowl cleaner body. a4FUEL SYSTEM CARBURETOR (GASOLINE) Downdraft and sidedraft carburetors are used on the two cylinder engines. Carburetors are adjusted in the factory, and under normal conditions, require no further adjustment unless one of the following conditions is noted: Before readjusting carburetor, check condition of air cleaner--an "over rich" mixture is often caused by a poorly serviced, clogged air cleaner element, Also check for leak- ing intake manifold or poor ignition which could algo cause some of the conditions. CONDITION POSSIBLE CAUSE/PROBABLE REMEDY A, Black, sooty exhaust smoke, engine A, Mixture too rich - readjust main fuel needle. sluggish. B, Engine misses and backfires at high speed. 8. Mixture too lean - readjust main fuel needle. C, Engine starts, sputters and dies under C. Mixture too lean ~ tura main fuel adjustment cold weather starting. 1/4 turn counterclockwise. D. Engine runs rough or stalls at idle speed. D._Idle speed too low or improper idle adjust- ment ~ readjust speed then idle fuel needle if needed, ‘Two types of sidedraft carburetors are used. One type has external adjustments for Main Fuel and Idle Fuel. The other is a fixed main jet type which has an exteraal adjustment for the Idle Fuel needle only. On fixed jet carburetors, main fuel adjustment is possible only by changing toa discharge Jet of different size. an engine with fixed jet carburetor is to be operated at high altitudes {above 000 fect) the standard jot chauld be replaced by 2 epecial 6000" jet. Another special jet is available for operating at 12,000 feet above sea level. See parts manual for correct part numbers, Carburetor Adjustment: Maximum power and efficiency are possible only with propar carburetion, ‘THaproger Carburetor Bajustment con lead to overheating, fouled spark plug, exceosive valve wear and other problems. Do not neglect carburetor if any of the above probleme pereiet, The following adjust~ ment procedure is for sidedraft and downdraft gasoline carburetors--see Special Fuel System Section for procedure on other types of carburetors, STEP 1 ~ Stop engine and carefully turn Main Fuel and Idle Fuel Needle adjusting screws all the way Grfelockirive direction) uatil they BOOM genily-sDONOT FORCE SCREWS a2 thie will damage the needle valves. TOE FUEL, ToLe FUEL AaauisTmEkr ADwUST¥ENT (114 TURNS OPEN) 2 (1-1/8 TURNS OPEN) WAIN FUEL ADJUSTMENT (2 TURNS OPEN) FIGURE @-1 =~ ADJUSTMENTS, TYPICAL SIDEDRAFT FIGRE 2 CARBURETOR (ka82, K532) “ADIUSTNENTS, FIXED NAIN JET CARBURETOR 44IDLE FUEL ADJUSTMENT {ocaTi0N on GASOLINE DEL TWLET 1/8" _—— PIPE/TAP IDLE FUEL ADJUSTMENT (HoDEL 228) WAIN FUEL TDLE SPEED ADJUSTMENT ADJUSTMENT TURNS OF EK FIGURE 4-3 ~~ ADJUSTMENTS, DOWNDRAFT CARGURETOR MODELS 28 AND 226, KO62 ENGINES STEP 2 - For preliminary adjustment, turn Main Fuel needle 3 turns in a counterclockwise direction, turn Idle Fuel needle 1-1/4 turns ia couaterclockwiae difection. STEP 4 - Start engine and operate at normal speed until normal operating temperatures are reached. STEP 4 - Main Fuol Adjustment - With engine operating at ull throttle and full load, turn Main Fusl ‘Nagdle tn (eleckuise} until engine slows down (lean), note position of serew, ther tart Feedle But [eountarclocknise) until eegine rogaine speed and then again slowa down (overzich). Turn needle back in until le ie positioned hallway betwoon loun aod overnich settinges it aajueted properly, the engine should aceclevate smoothly and operate with steady governor STEP 5 ~ Idle Fuel Adjustment - Operate engine at idle epeed of about 1000 RPM (adjust Idle Speed ‘screw unl this speed is attained ~ check with tachometer), Turn Idle Fuel Needle is (Clockiviae) until engine slows down and idies rough then turn screw oul Unlil engine speeds up and idles smoothly at the desired idle speed. STEP 6 - Final Adjustment - Since main fuel and idle fuel adjustment have some effect on each other, FOEISCE sigine dnd make final adjustments as necessary t9 acbieve smoothest ape ration, NOTE: If the preceding steps do not remedy problems attributed to carbureto: carburetor recon Gitioning may be necessary. Carburetor Reconditioning: Hard starting, loss of power and rough idle are some of the problems that GGirbe aitributed To Improper adjustment oc diet, gum or varnish deposit within the carburetor, Ifa problem stil existe after carburetor ie readjusted, the carburetor should be disassembled and thor~ Sughly cleaned. This should also be done asa regular pre-season service after engine has been stored for a considerable length of time. All parts should be cleaned in solvent, Gum is easily removed with alcohol or acetone solvent. Be sure cazbon deposits are removed from bore especially in area where throttle plate seats in cast ing. Blow out all paseages with compressed air, DO NOT use wire brush or eriil to clean out jet Replace all worn and damaged parts. Always use new gaskets, Cazburetor repair kits are available for most carburetore--kite include bowl nut gaskets (when required) bowl ring gacket, float pin, bowl baffle gasket, and fuel inlet needle and seat, 4.2Side Draft Carburetor (A-277061) After removing carburetor from engine, remove bowl nut and separate bowl from carbure- tor body. Remove and discard bowl ring and bowl baffle gaskets. 2, Remove float pin and float, Check for dents, leaks and excessive wear on float in needle valve contact area. Check pin brackets for wear. Replace float as necessary. 3, Remove and discard fuel inlet needle, needle seat and gasket. Any wear on needle or goat can cause ttproper fuel level--always use new parts. 4, Remove idle and main fuel adjusting needles and springs. Inspect needle points--replace needle if chipped or grooved. 5. DO NOT REMOVE choke and throttle plates and shafts. If these parts are worn or damaged, replace carburetor. 6. Thoroughly clean carburetor per instructions in reconditioning paragraph. Reassemaly - Side Draft Carburetor (A-277061) 1, Install new fuel inlet needle seat, gasket and fuel inlet needle. 2. Tastall float and float pin. Invert casting 20 that float lip reste lightly against fuel inlet needle. There should be’ 11/64" (plus or minus 1/32") clearance between machined surface of casting and free end of float (side opposite needle seat). Acjuet clearance by carefully bending float lip with needle nose pliers. 3. Install new baffle gasket, bowl ring gasket then install bowl and secure with bowl nut (with bow! nut pasket in place and centered properly). 4, Install idle fuel and main fuel needles and springs. Turn needles in until they bottom gently then back out 2 turns on main fuel needle end 1-1/4 turns on idle fuel needle for preliminary adjustment, DO NOT use force on needles. MAIN FUEL NEEDLE, FUEL INLET So Spice SEAT g AUTOMATIC. CHOKE : | ) & t FIGURE 4-4 -- DISASSEMBLED VIEW -- SIDEDRAFT CARBURETOR 4.3fe ILE FUEL ezoLE FUEL INLET - £ SEAT wun j ieee SER a —! FIXED HAIN JET TYPE SIDEDRAFT CARBURETOR Disassembly = Fixed Main Jet Ty; 2. 3. a 5. 8, FIGURE 4-5 ~~ DISASSEMELED VIEW -- TYPICAL FIVED MAIN JET CARBURETOR Side Draft Carburetor After removing carburetor from engine, remove capscrews on bow! and remove bow! assembly. Remove and discard bowl gasket Remove float pin and float. Replace float if dented, leaking or if worn excessively in area where fuel inlet needle seats against bowl bracket, Carefully remove discharge tube and rubber (or fibre) 3 Remove idle fuel needle and spring, Replace needle if nicked or grooved. Do not remove throtile or choke plate and shaft assemblies, Replace carburetor if these parts worn or damaged. Clean carburetor az directed in reconditioning paragraph. Reassombly - Fixed Jet Type Side Draft Carburetor 1 3 Position seal and install main discharge tube. Install gasket and fuel inlet needle geat and fuel inlet needle, Invert carburetor body aad install float and float pin. Hold in invested position and measure distance between machined gurface (no gasket} and top of floats. Thie should be 31/32" (plus or minus 1/32") at highest point. If float position off more than 1/16", replace float. To adjust, use long nose pliers and bend bracket close to float body--each float must be set individually, Install new bow! gasket thea install bowl, Secure bow! with three capscrews~ shorter screw at throttle plate end of carburetor. Install idle fuel needle and spring. ‘Ture needle all the way in until it bottoms gently. Then back out 1-1/4 turns for initial adjustment, DO NOT FORCE IDLE ADJUSTMENT SCREW as this will damage needle point. install 44Disassembly - Fixed Jet Type Side Draft Carburetor (B-272041) 1, Remove carburetor from engine. Remove bowl assembly from body. 2. Remove float pin, float and needle, Check float for dents, leaks aad wear on float lip or in Hloat pin holes. ing needle and spring. Do not remove choke and throttle valves and shafts. Reassembly - Carburetor (B-272041) 1, Replace discharge tube, Be gure seal is in place, 2) Place bow! gasket in position, Remove discharge tube being careful not to lose rubber or fibre seal. Remove idle adjust~ 3, Install needle float and float pin, Set float level with carburetor body inverted and float resting lightly againet needle in ite seat, There ehould be 1-1/4! betmeon machined sur face of casting (no gasket) and top of float. Float should be level from one side to the other, Adjust by bending float lever close to body with needle-nose pliers. —— I"? A a" THROTTLE & CHOKE: PLATE & SHAFT) ee sara i : rin fan FUEL GET] FIGURE 4-6 -- DISASSEMBLED VIEW B-272087 TYPE FINED JET CARBURETOR 45vn? FUEL INLET : é NEEDLE & SEAT mG Si\ i: 2 SB ecole % AUTOHATIC SEAT . Noman ren NEEDLE a Pe SET et FSS SoZ FIGURE 4-7 ~- DOWNDRAFT CARBURETOR -- K662 (ZENITH TYPE) Disassembly - Down Deaft Garburetor Several different types of down draft carburetors are in use on K662 engines. The most cominon are the Zenith Model 28 (Kohler 270374) and Model 228 (Kohler 270864) carburetors. ‘The main dit- ference between these two models is that the idle fuel adjusting screw ie on the air intake (choke) seg- ment of the Model 28, while this same adjusting screw is located in the throttle segment of the Model 228. The 228 uses a'two hole idle system which calls for the lower position of the igle needle. The Same general reconditioning procedure can be followed for both carburetor models. Use service repair KE Ghea reconditioning. After carburetor Is discomected and removed from engine, disassem- ble ae follows: 1 Remove capscrows holding air intake assembly to fuel bowl assembly. Lift air intake assembly off--use care to avoid bending float as assembly is removed. Remove and dis- card gasket. . Remove capscrews and separate fuel bowl assembly from throttle assembly. Service each assembly separately per the following instructions. Aix Intake Avsembly: 1, Remove float pin and float, Inspect float--discard if dented, cracked or leaking. Remove and discard fuel valve, seat and gasket, (Always replace these parts. ) Remove and inspect idle fuel needle--replace if nicked or if ridges are present. Remove and clean filter head. Do ot remove choke plate or shaft--if wora or damaged, replace air intake assembly, If automatic choke is used, partially disassemble this unit to allow cleaning along with air intake assembly. (sco Choke instructions for procedure. } 7, Thoroughly clean atsembly then reverse procedure and reassemble--use new gaskets, fuel valve, etc. Fuel float level should be adjusted just prior to reassembly of carburetor sub- esembliee, 46Fuel Bow! Assembly 1. Remove main jet adjusting needle and main fuel needle seat, Inspect these parts and replace if nicked, grooved or otherwise damaged. 2, Wash assembly in clean solvent, blow out ports, venturl, etc. with compressed air. 31 Reinstall maia fuel needle seat and needle-—tura needle all the way in with fingers then back off about 1-1/2 turaa for preliminary adjustment. Throttle Assembly: 1. Remove and inspect venturi for damage. Cleaa venturi. 2) Remove gasket (throttle bedy to bowl) niake gure all trace of gasket material is removed from face of throttle body. Do not remove throttle plate or shaft-. boay. {these parts are worn, replace with new throttle ‘After cleaning and renewing parta where required, reassemble as follows: 1, After installing new gasket, place large venturi in throttle body. 2) Position bow! assembly on throttle body and secure with capscrews. 31 Just before final assembly, set float level: ‘Tura intake assembly upside down so that float reste lightly against fuel valve, Meagure distance between machined surface of assembly and top of float--this should be 1-1/2". If adjustmect is necessary, use needle-nose pliers ‘and bend float lever up close to float body. 4, Insert gasket on fuel bowl agsembly then carefully guide air intake agsembly into position on fuel bowl-be careful not to hook feat wher installing as this may alter float setting. 5, Securely tighten air intake with capscrews to complete assembly, Adjust carburetor par previous instructions. ATR_HORK covER ‘ASSEMBLY @ FUEL INLET ie neat Seat tobe Fue FLOAT e JET 3 FUEL ey vs Je MAIN FUEL NEEDLE THROTTLE /* iy FIGURE 4-8 -- DOWNDRAFT CARBURETOR =~ K6G2 4]AUTOMATIC CHOKES ‘Two different electric - thermostatic type automatic chokes are used on the K662 models, One type is an integral part of a spacial down draft carburetor while the other type is mounted on the exhaust manifold and connected through external linkage to the choke plate in carburetor. Roth types operate on the same basic principles. The electrical lead to the choke is connected so that current flows to the thermostatic element only when the ignitios is turned on. Tension of the thermostatic spring is set to allow full choke at starting. Current through 2 heating element furniehes heat to control tension of the termostatic apring which causes the choke plate to be gradually returned to the open position as the engine warme up. The automatic chokes are adjusted in the factory, however, slight readjustment may be neces- sary initially to accommodate different starting conditions. Adjust chokes as follows: Carburetor Unit: Choke unit ie set for average conditions. To readjust to local starting conditions, ‘Toosen screws on outside of cover plate then shift cover in clockwise direction (arrow) for richer set~ ting or in counterclockwise direction for leaner setting. Tighten cover screws after final adjustment, Exhaust Manifold Mounted Unit; Remove air cleaner {rom carburetor to observe position of choke plate. Choke adjactinont must be mado on cold engine, If starting in extreme cold, choke should be in full closed position before engine is started. A lesser degree of choking is needed in milder tempera- tures, If adjustment is needed, proceed as follows 1, Move choke arm until hole in brass shaft lines up with slot in bearings. 2. Insert #43 aril (.089) and push all the way down to engine manifold to engage in notch in base of choke unit (See Figure 4-9B). 3. Loosen clamp bolt on choke lever, push arm upward to move choke plate toward closed position, After desired position is attained, tighten clamp bolt then remove drill. Aiter replacing air cleaner, check for evidence of binding in linkage~-correct if necessary. Be sure chokes are fully open when engine is at normal operating temperature. MOVE uP TO} TRCREASE, CHOKE ELECTRICAL TERMINAL (CHOKE LEVER, ARM #43 DRILL wy C CLOCKWISE DIRECTEON ~ ORE CHOKE ZI ~ x05 LOOSEN (3) ScRENS VA sat 70 ADJUST orn BASE FIGURE 4-5 -— AUTOMATIC CHOKES (A) CARBURETOR UNIT -— (6) MANIFOLD UNIT 4.8VALVE DIAPHRAGK DIAPHRAGM Pure SPRING Bony ine PRIMING LEVER cover FIGURE 4-10 -~ DISASSEMBLED View, FUEL PUMP (KG62) FUEL PUMPS All Kohler Two Cylinder Engines have a mounting pad and provision on top of crankease for a mechanically operated fuel pump. Mechanical fuel pumps are furnished by Kohler--certain applications use pulse pumps which are furnished by the equipment manufacturer. The mechanical pump operai off a cam on the camshaft, The fuel pump lever rides on the cam and transmits this mechanical ai tos diaphragm within the pump body. Most mechanical pumps have an external lever for priming. Repair kits are available for reconditioning fuel pumps. Reconditioning Procedure 1, Remove fuel lines and mounting screws holding pump to engine. 2. With a file, make an indicating mark across a point at the union of fuel pump body and cover. This is a positive marking to aseure proper reaesembly. Remove assembly screws and remove cover. Tura cover over and remove valve plate screw and washer, Remove valve retainer, valves, valve eprings and valve gasket, noting their position, Discard valve springs, valves and valve retainer gasket 4. Clean fuel head thoroughly with solvent and a fine wire brush. 5, Holding pump cover with diaphragm surface up, place new valve gasket into the cavity. Now assemble the valve spring and valves into the cavity and reassemble valve retainer and lock in position by inserting and tightening fuel pump valve retainer screw. 6. Place pump cover assembly in a clean place and rebuild the lower diaphragm section, 7. Molding mounting bracket, prees down on the diaphragm to compress spring under it, then turn bracket 90" to uahook diaphragm go it can be removed, Clean mounting bracket with a solvent and 2 fine wire brush, Replace the diaphragm operating spring, stand new spring in casting, position diaphragm and press dowa on diaphragm to compress spring and turn it 90° to reconnect diaphragin. 10, Hold mounting bracket, then place the pump cover on it (rnake sure that indicating marks are in line) and insert the screws. DONOT TIGHTEN, With the hand on the mounting bracket only, push the pump lever to the limit of ite travel and hold in thie position while tightening the our screws, This is (mportant to prevent stretching the diaphragm 11, Mount the fuel pump on engine, using the new mounting gaskets, Reconnect the fuel 1 49FUEL FILTERS A sediment bowl filter may be used to trap solid impurities in the fuel. Before servicing, turn fuel off at valve located on top of filter aegembly, thea loosen retaining bail at bottom of fuel bowl, remove and clean bowl, If filter element is used, swish element in clean solvent. After reinstalling and opening fuel valve, ‘use primer (if so equipped) on fuel pump to pump fuel back into bowl. 4.10GOVERNOR ‘The 2 cylinder engines are equipped with centrifugal flyweight type mechanical governors which are externally mounted at the rear of tho goar cover and driven off tho camshaft goar. The governors are Self-contained units except models prior to Serial No. 9224060 which were lubricated through an external oil line which conaects the engine lubrication systea to the governor. Governors are adjusted in the factory and further adjustment should not be needed unless linkage becomes loose oF disconnected. Always make sure linkage between governor and carburetor moves freely. If governor is ou! of adjustment, engine speed will surge or hunt with changing load or speed will drop considerably when a normal load is applied. Governors also function to establish safe operat- ing speed limits--these must not be exceeded, Although mechanical type governors are used on all two cylinder models, the K662 governors are different in design and therefore the adjustment procedure varies slightly. Governors are set at either a constant speed setting or at a variable speed setting as determined by the engine application, Make Sure the proper procedure is followed for the particular engine involved, K482, K532 GOVERNORS On the K482 and KS32, the breaker points are mounted on the governor and are activated by the breaker rod which rides ona cam on the governor drive shaft. For this reason, it is necessary to time this governor to the engine, This is initially done during assembly of the engine and it will not have to be done again unless governor has been removed from the engine. Installation and Timing: Use the following procedure to install and retime the governor to the engine: 1. Uncover ignition timing sight hole on blower housing and also remove sight hole plug located at top of gear cover. 2, Turn engine over until Top Dead Genter (DC) mark on flywheel is centered in ignition timing sight hole 3. One of the teeth on the governor gear has a special timing bevel or deep chamfer--turn gear 4o that this tooth {@ in the approximate 12 o'clock position or where it can be cbserved fn the gear cover sight hole alter goveraor is installed (See Figure 5-1). TIMING BEVEL GoverNoR TIMING SIGHT HOLE PLUG IGNITION TIMING SIGHT HOLE (OC WARK) FIGURE 5-1 -- TIMING K482, K532 GOVERNOR TO ENGINE 544. Install gasket and governor then secure to gear cover with two capscrows. Before closing gear cover sight hole with plug, check to make sure beveled tooth on cam can be observed fn hole, 5, Ignition timing must be readjusted after governor is installed. On the K482 and K532, this is done by loosening the capserews and rotating governor--see Ignition Timing instructions (Section 6} for oxact detaile. Speed Adjustment: On most engines with the variable apeed type governor (See Figure 5-2, View A), SPEER SeeeT: cet at 3600 RPM no loads On some applications, a lower maximum speed is apecfied ‘make sure that the allowble epeed for the particular application is not exceeded, Use the following procedure to readjast epeed limit on engines with the variable speed governor 1. Start engine and operate at full throttle (no load). 2) Check engine speed with hand tachometer--if within 50 RPM of specified limit, readjust- ment is not absolutely necessary, 3. Loosen locking outs on speed stop setecrew--turn screw out or in as necessary to attain specified top speed. Retighten locking nuts to secure stop at new setting. With the Constant Speed type governor (Figure 5-2 -- View B), the throttle shaft is fixed ata definite length to establish s specific operating speed such as 1800 RPM for 60 cycle electric plants. ‘Any variation in epeed causes frequency changes in output of the generator--for this reason, only slight readjustment of speed is possible with constant spead governors. To increase speed, loosen the inside speed adjusting locking nut and tighten the outeide nut to draw the eye of the bolt closer to the bracket to decrease speed, loosen the outside mut and tighten the inside nut. After speed is correct, tighten the nut that was loosened #0 lock the eye bolt at the new setting. UPPER NUT SPEED THROTTLE, GOVERNOR ADJUSTIENT LINKAGE SPRING [ SENSITIVITY cursive Tore faliethENT f ‘LINKAGE A ETO (3000-3600 RPM INCREASE SPEED (389 ae (1800 RH = (>| PS sesceer speeD stob GOVERNOR SETSCREW SPRING FIGURE 5-2 (A) -- K682, K532 VARIABLE SPEED GOVERNOR FIGURE 5-2 (B) -- KA82, KS32 CONSTANT SPEED GOVERNOR Governor Sensitivity Adj If the governor is too sensitive, speed surging will occur with change Eisai aro ie speed Secure when normal load ie applied, the governos ehould be eet for greater sensitivity. (On engines with Variable Speed governors, sensitivity can be adjusted by repositioning the gover- nor spring in different holes inthe governor arm, Normal hole settings for different operating speeds are shown in View A of Figure 5-2. To make governor control more sensitive, move spring hook into holes higher up on the governor azm. To make governor control lees sensitive, move spring hook in holes spaced further apart. Move spring one hole at 2 time and recheck sensitivity and speed after, each move. With Coneiant Speed governors, sensitivity is changed by repositioning the sensitivity adjusting eye bolt as shown in Figure 5-2--View B, To make governor control more sensitive, loosen the upper put and tighten the lower nut to force the eye bolt downward, ‘To make control less sensitive, draw the aye bolt upward by loosening the lower nut and tighten the upper nut. Recheck speed after making sensi- tivity adjustment, Retighten nut that was loosened to lock eye bolt at the new setting. 5.2662 GOVERNORS Since the breaker points are not mounted or driven off the K662 governor, this governor does not have to he timed to the engine during installation. No routine lubrication service is required of the 662 governor az it too is lubricated off the engine system, K652 governors aro adjusted in the factory and further adjustment should not be necessary usless linkage hecomes loose or is disconnected. If poor control is noted, always check linkage between carburetor and governor for evidence of binding oF sticking--Hakage must move freely at all times. SPEED ADJUSTMENT; On most 662 industrial engines which use variable speed type governors, aetna ne Toad speed {a set at 3000 RPM. On engines using the constant speed governors suc as Slectric plant application, the maximum load speed fs 1800 RPM. Check speed wii Fad tachometer-~ iadjustment is necessary, loosen the locknut on the speed adjusting sets crew (see {Ilustrations betow) and tum screw in or out until speed is correct. Retighten locknut after adjustment SENSITIVITY ADJUST If governor control is too sensitive, speed surging or "hunting" will ‘Occur with changing Toad. An excessive drop in speed wher, load ie applied indicates that the governor should be set for greater sensitivity. Recheck speed after making sensitivity adjustment as changing thie will affect speed. On variable speed type governors (see Figure 5-3 -- View A), increase sensitivity by loosening the upper aut and Tightening the lower nut thus moving the head of the eye bolt downward, To make control less consitive, loosen the bottom nut and tightan the upper nut to draw the head of the oye bolt upward. When sensitivity is correct, retighten the uut that was loosened to lock the eye bolt at the new setting. On constant speed type governors (see Figure 5-3 -- View B), increase sensitivity by loosening the lower nut and tightening the apper nut thus drawing the head of the eye bolt in closer to the pivot point, To make governor control less sensitive, loosen the upper nut and tighten the lower nat to move the head downward or away from the pivot point, After sensitivity is correct, tighten the nut that was loosened to lock the eye bolt at the new setting. SENSITIVITY Seep apvustvet ADIUSTHENT (UPPER NUT) ‘SPRING. SPEED ADJUSTHENT SETSCREH covEROR ADJUSTMENT (UPPER SUT) YE 80LT HEAD-- tou 1p for tose eontbt EYE BOLT HEAD-—tove aye chin for greater toes ts aonos tivity. renter sere for lese aon FIGURE 6-3 (A) -~ KO62 VARIABLE SPEED GOVERNOR FIGURE 5-3 (B) -- KOG2 CONSTANT SPEED GOVERNOR 5.3Governor Compensator - Kb62: On certain K662 electric welder applications, a compensator is used Trrcombinatton with the goveriior to provide better regulation under the rapidly changing toad conditions common to this type of equipment. Briefly, this device places a slight tension on the throttle rod to Stabilize governor control with sudden change in load. The compensator spring is adjusted with engine running at bigh speed (3000 RPM). To adjust, turn hex nuts in proper direction until there is just enough tension on the spring so that it floats without any end play, Lock nuts after readjustment ie made. 5.4IGNITION SYSTEMS While the source of energy for the ignition system may be either magnetc or battery (generator or alternator), most other components are common in function in all systems even though they may not be alike ia appearance or location. When checking out an ignition system, start with the componente that require most frequent ser- vice or adjustment, Hard starting, roughness, low power and erratic operation are often attributed to faulty ignition. ATi components must be in top condition and the ignition spark must be properly timed to maintain good performance. SPARK PLUG Engine misfire or generally poor operation is often caused by spark plugs (x poor condition or with improper gap setting, Always clean area around spark plugs before zemoving to prevent dirt, from falling into engine. The first thing to do after removing a spark plug is to carefully note its con- dition as this is often an indicator of the ignition trouble, Plugs fail for various reasons. Often the porcelain insulator cracks or becomes coated with oil, carbon or other deposits. ‘This can cause the high voltage ignition impuleo to pass from the center electrode to ground without jumping the spark gap. Ag an engine operates, the electrodes are gradually burned or worn away. In time, the gap becomes 50 wide that the available ignition voltage cannot jutnp the gap and the engine misses. park Plug Service: Every 100 hours remove plug, check condition and reset gap. Good operating con- ‘itiona ave indicatea if plug hae light coating of gray or tan deposit, A dead white, blistered coating could indicate overheating. A black (carbon) coating may indicate an "overrich" fuol mixture caused by clogged air cleaner or improper carburetor adjustment. Do not sandblast, wire brush, scrape oF otherwise service plug in poor condition--best results are obtated with new plug. SPARK PLUS DETAILS ODEL TENITION TYPE PART NO. oe 235040-5 035 in. 890m ra82-K582 Battery #235041-5 2025 in. 64m 2703218, K662 Magneto 025 in. 68am #41132 06 *Standard resistor plug. BREAKER POINTS Engine operation is greatly affected by breaker point condition and adjustment of the gap. If polats aze burned or badly oxidized, little or no current will pass aad as a result the engine may not Operate at all, or if it does run it is likely to miss particularly at full throttle. Adjusting breaker point gap affects the time that the contacts are opened and closed. If the points are adjusted to a wider gap, they will open earlier and close later in terms of cam movement. A definite time is required for the magnetic field within the ignition coil to build up to sufficient value. If the contact points are closed for too short a time, a weak apark will be produced by the coil, If points are set too wide, they will open before the primary current reaches the maximum value and on the other hand if set too close, they will open after the primary current has passed its maximum value. Always replace badly burned or pitted breaker points. A certain amount of build up or metal transfer occurs under normal operating conditions; however, if this occurs too frequently and becomes excessive, the condenser may be at fault--see Condenser Service for details. Slightly pitted pointe can be dressed down with a poiot file, although this should be done only as a temporary field fix since pointe may tend to are more readily after filing. Replace pointe at first opportunity after filing, If the points are oxidized, rub a piece of coarse cloth between the surfaces, Dirty or oily points.can be cleaned with cloth but make sure no particles of lint are left between surfaces. On engines equipped with the Alternator aystem, the breaker points are externally mounted on the governor and operated off 2 cam on the governor driveshaft. On engines with the extersal unit magaetos, the breaker points are located inside the magneto. Refer to Magneto or Alternator headings (depending on type used on the engine) in this section for epecifie details on breaker points or contacts, 61SunL9 UP ON wovnaLe Sritioneel CONTACT VF vovagce course STATIONARY ‘COULD INDICATE contact COULD INDICATE UNDER CAPACITANCE OVER CAPACITANCE FIGURE 6-1 -- METAL TRANSFER--BREAKER POINTS IGNITION COIL Ignition cotls as used on the 30 amp alternator igaition systems go not require servicing on a regular basis, however, the coil should be kept in clean condition and the terminals and connections snust be tight to provide good electrical contact, The rubber aipple on the high tension terminal must be in good condition to prevent leakage of current across exposed surfaces, { the terminals are marked, make sure the coil is hooked up properly, On negative ground sys- tems (as used on all Kohler Enginas), the positive (+) coil primary terminal must be connected to the positive battery termical. The negative (-) coil terminal is then connected to the distributor or directly tothe breaker pomts, Reverse polarity can require up to 5,000 more volts to fire the plugs. If termi nals are not marked, hook up either way. Special teat instruments are required to accurately test ignition coils, When using such cauip- ment, carefully follow instructions stated by the tester manufacture A coll can be checked for opens with a simple test lamp. To test for an open primary winding, connect the two test points to the primary terminals--the lamp will not light if the circuit is grounded, To check the secondary cirenit, connect one teat point to the high tension terminal and the other point to either of the primary terminals, In this case, the lamp will not light but tiny sparks should be hoted as the test points are rubbed across the terminal. If the secondary is opened, no sparks will occur. I the tests show that the primary or secondary ia open, replace coil or test further with the coll tester CONDENSER If the condenser shorts out, the coil will be unable to produce output voltage. On the other hand, feng or decreases on capacitance, the output voltage will be greatly reduced and the ignition points will burn excessively. If badly burned breaker points occur too frequently, the condition of the condenser should be suspected. If condenser has too small capacitance, metal will transfer from the Stationary contact to the movasle contact, If capacitance is too large, the metal wil build up on the stationary contact, ie ‘The condenser can be tested with an chmmeter or 4 commercial condenser tester, To check with the ohmmeter, remove the condenser thea connect leads between the condenser lead and a good, Eround on the engine, At first, a low resistance should be indicated; however, thiz should very quickly Fise toa high value, If low resistance is indicated continuously, the condenser ie definitely faulty and must be replaced, When using a commercial condenser tester, follow ingtructions given by the tester manufacturer 6.2MAGNETO (K662) Magnetos on the K662 are external, self contained units which are flange mounted on the goar housing and driven off the cam gear, Two basic types of magnotos are used. The standard magneto (Wico Model XH-2D) is referred to a5 a simultaneous firing magneto. A special radio shielded simmul- taneous firing magneto is also used, ‘This type fires both spark plugs at the came instant. Ignition ‘occurs only in the cylinder in which the piston is at the ignition point--the spark in the other cylinder fs ineffective since this occurs on the exhaust stroke: ‘The other magneto is classified as a distributor type magneto. This has a built in distributor rotor which switches or directs the ignition voltage to the proper spark plug at the appropriate time. ‘Two different distributor magnetos are used, One is the Wico Model XHG-Z and the other is the Fairbanks-Morse Model FM-XE1-2844, The Fairbanks-Morse is a radio shielded magneto which is, used mainly on electric plant applications where any high frequency emission must be suppressed or contained. Since the service and timing procedure varies for each magneto, each is covered separately inthis manual. Special toole and test equipment are required to properly recondition magnetos, Thi Work should therefore be done only at a qualified magneto repair station, Most magnetoe use impulse couplings which function to intensify the ignition spark at low epeede to facilitate starting. The impulse coupling functions as a mechanical reservoir to store energy. Basically the impulse coupling consists of s ahell and a hub connected together by a strong spring. ‘One half of the coupling (the shell) te fitted to a drive member on the engine drive shaft, while the other half (the hub) is Keyed to the magneto rotor shaft. In operation at slow speeds, a’pawl on the magneto half of the coupling engages a stop pin mounted on the magneto frame which acts to prevent further movement of the rotor while the engine half of the coupling continues to rotate. The relative change in position winds the connecting spring. When ignition spark is required, tho pawl is released And the drive spring permitted to snap the magneto rotor forward at high speed through its firing position, As the apeed of the engine picks up, the centrifugal force acting on the pawls withdraws them in a position where they no longer engage the coupling stop pin and the impulse coupling then acte aga golid drive member. Standard Magneto (Wico XH-2D): After every 500 houra of operation, remove end cap and lubricate Gain Wick Wi Rycon greaae then check condition of breaker contacts, I diriy, clean with solvent such as lacquer thinner aad a coarse cloth, If slight amount of metal transfer or pitting is noted, dress contacts with either a small tungsten file or a fine stone. Contact point gap must be readjusted after replacement or performance of any service on contacts. Use following procedure to adjust 1. Turn engine over by hand until points are wide open (at highest point on cam). 2, Loogen the two clamp screws until contact plate can be moved. 3] Insert blade of screwdriver in adjusting slot ard move plate ustil .015" maximum clearance ig measured (eeler gauge) between contacts. Alter proper gap is attained, securely tighten clamp screws to lock plate at this setting. SIMULTANEOUS orstarsuroR FIRING TYPE TYE rate WINDOW DIRECTION DIRECTION F o ROTATION FIGIRE 6-2 — PHGNETO TYPES —~ R62 ENGINE 6.3CONDENSER tact--replace both the fixed contact and contact on breaker arm, FIGURE 6-3 -- ADJUSTMENT, SERVICE POINTS ON STANDARD FAGNETO If contact pointe are badly wora or pitted, they must be replaced. Do aot replace only one con- Replace ae follows: 1, Remove breaker spring contact screw then breaker arm lock and washer. 2. Lift breaker arm off pivot--discard arm 3. Remove the twa breaker plate contact screws then remove and discard the fixed contact plate. 4. Position and secure new contact plate and breaker arm then adjust breaker point gap per instructions stated in the foregoing, 5. Replace old cam wick with new wick--lubricate with Rycon grease. TIMING SLOT ON GEAR. GROUNDING ‘STUD NOTE: POSITION OF STUD IN RELATION T0 SLOT ON GEAR. INSTALL WHEN IN PLANE SHOWN. FIGURE 6-8 =~ TIMING PARKS -- STANDARD MAGNETO 6.4Magnatos are timed to the engine in the factory and retiming should aot be necessary unless mag- neto has been removed for reconditioning, Use the following procedure for initial timing of the stand= ard tyge magneto to the engine. Uncover timing sight hole on blower housing of engine. Turn engine over by hand until DC mark on flywheel 1s centered in eight hole. Ture magneto gear in clockwise direction (when facing gear end) until impulse coupling tripe--loud click will be heard. After coupling tripe, back up slightly (turn in counterelock- wise direction) on gear until it drags lightly and remains in stationary position, Refer to Figure 6-4 for relative position of slot in gear to grounding stud whea timing position is reached, Place new gasket on flange then while holding gear in timing position attained in Step 2, carefully guide magneto gear into engagement with cam gear. After securing magneto fo housing, test by turning flywheel in clockwise direction until impulse coupling trips (loud click)--DC mark on flywheel should be just past center mark in sight hole, FIGURE 6-5 -- INSTALLING AND TIMING MAGNETO TO ENGINE Use titning light to time ignition after installation. Under no circumstances should battery be hooked up to.a magneto as this will severly damage coil windings. With timing light properly hocked up (refer to timing Tight instructions), time ignition as follows L 2. Start engine and run at 1200 RPM or above while timing, ‘Aim timing light into eight hole. SP mark should be centered in the hole just as the light Flashes. To adjust, loosen the two capscrews on the flange then shift position of magneto until SP mark Is properly aligned in sight hole. Tighten capscrews after adjusting. 65DISTRIBUTOR N Q (WIC XHG=2) After every 500 hours of operation, remove distributor (end) ‘ap. Lubricate cam Wick With Kycon grease, then check condition of breaker contacts. arty, leas with lacquer thinner and coarse cloth. If slight amount of pitting and metal transfer is noted, dress contacts with either a emall tungsten file or a fine stone. Contact point gap must be readjusted when- ‘ever contacts are replaced or serviced, Use following procedure to adjust gap: 1, Turn engine over by hand until contact points are wide open (at highest point on cam). 2] Loosen two clamp screws slightly so that contact plate can be moved. 3. Insert blade of screwdriver in adjusting slot and move contact plate until . 015" maximum clearance (s measured (fecler gauge) between contacts, Securely tighten clamp acrews after adjustment. Replace contact poiats if badly worn or pitted. Replace as a set--do not replace only one contact. Replace as follows 1, Remove distributor gear screw and gear: 2, To remove breaker arm, remove spring clamp screw, arm lock and washer then clip arm off pivot. Discard old breaker arm. Breaker plate is removed after spacer washer and two clamp screws are removed, Discard old breaker plate, 4. Reverse procedure to install new breaker plate and arm (which include new contacts) then adjust contact point gap per previous instructions, Remove and discard old cam wick and replace with new wick, lubricating with Rycon grease, Magnetos are timed to the engine in the factory and retiming should not be necessary unless the magneto has been removed for reconditioning or some other reason, Magnetos should be reconditioned only at qualified magneto repair stations since special tools and test instruments are required, If magneto has been removed, tt must be retimed to engine as follows: 1, Remove #1 spark plug (cylinder closest to flywheel), turn engine over by hand until com~ pression is on #1 cylinder and "M" mark on flywheel is centered in timing sight hole. 2. Turn magneto gear counter-clockwise until white mazk appears in eight window on distribus tor or end cap. When mark appears, gear should hold in thie position. WARK ALIGNED, INDICATES #1 FIRING POSITION TIMING Ruse stor on Yeramnae (nanueo) FIGURE 6-6 -- DISTRIBUTOR TYPE MAGNETO WITH TIMING WINDOW 663. Carefully guide magneto gear into engagement with cam gear--make sure mark remains centered and magneto gear remains stationary when installing. Secure magneto to gear housing with two capserews. 4, To check for proper timing, rotate engine by hand until a loud click {s heard--at this ingtant the DC mark on flywheel should be just past the center of the timing sight hole on engine, For precision tring of the ignition system use timing light. Carefully follow light manufacturer's instructions. Never connect battery to magneto as this will damage windings, ‘Time magneto iguition as follows 1, Start engine and run at 1200 RPM. 2! Aim timing light into sight hole on engine, SP mark should be centered in sight hole just as light flashes. To adjust, loosen two capscrews on magneto mounting flange and shift position of magneto until SP mark is centered--on LPG fueled engines it ie permissible to increase advance slightly--on these engines the SP mark can be set slightly to the left of center (facing front of engine) when the light flashes. When proper timing is attained, secure magacto flange capscrews. SHIELDED MAGNETO (FAIRBANKS-MORSE FM-XE1-2544) ‘The shielded type of magneto can be Identified by the large metal end cap and screw type termi- pals. These magnetos are prelubricated during assembly and normally require no further lubrication, After each 500 hours of operation, the end cap should be removed aad the condition of the contact points and carboa brush should be checked. If the points are dirty, clean with lacquer thinner and Coarse cloth. If slightly pitted, dreas with small tangsten file or a fine stone. Badly pitted contact points must be replaced. Regap contacts after service or replacement. ‘The carbon brush in the end cap should be under slight pressure and should move freely in its holder, Replace brush if unevenly or excessively worn, Use the following procedure to replace breaker contacts: 1, To remove breaker arm, remove breaker arm terminal screw (which releases coil, con- denser and ground leads and breaker arm spring) then remove snap ring ou fulerum pin and lift breaker arm off pin, Discard old breaker arm. 2, To remove contact support bracket, remove two locking ecrews (iacluding lock and plate washers) then remove bracket from bearing support 3. Reverse procedure to replace contact support and breaker arm. Gap must be adjusted after replacement. ‘To adjust contact point gap use the following procedure: 1. Loosen the two locking screws on contact support. 2, Insert serewariver blade in horizontal slot on support then shift support (pivot blade between two small bosses) until proper clearance of .015" (maximum opening) is measured between contacts. Lock support in place with two capscrews then recheck clearance after support has been secured. Magnetos are timed to the engine in the factory and retiming should not be necessary unless mag- neto has been removed for reconditioning. Use the following procedure for initial timing of the stand- ard type magneto to the engine. Uncover timing sight hole on blower housing of engine. Turn engine over by hand until DC mark oa flywheel is centered in sight hole. 2, Turn magneto gear in clockwise direction (when facing gear end) until (mpulse coupling trips--loud elick will be heard. After coupling trips, back up slightly (turn in counterclock- wise direction) on gear until it drage lightly and remains in stationary position. Place new gasket on flange then while holding gear in timing position attained in Step 2, carefully guide magneto gear into engagement with cam gear. After securing magneto to housing, test by turaing flywheel in clockwise direction until impulse coupling trips (loud click)--DC mark on flywheel should be just past ceater mark in sight hole 6.7IGNITION TIMING-K482, K532 ENGINES On K482 and K532 engines, the breaker point assembly is mounted on the governor. The breaker rod rides on a cam on the governor drive shaft, The governor is therefore timed te the engine and must be retimed if it has been removed for any reason (see Governor Instructions in Section 3). The governor also incorporates an automatic epark advance-retard mechanism, Retard is &° BTDC while the advance point is 27" BTDC. The advance spark point is marked "SP" on the flywheel of the engine. Use the following procedure to adjust breaker point gap 1. Remove breaker point cover. 2, Turn engine over until breaker points are full open--meagure gap with fooler gauge, Maxi- mum opening should be .020". ‘Adjust by loogeaing gap adjusting screw then insert screw. driver blade in adjusting notch to shift movable plate until ,020" maximum opening is attained. Retighten gap adjusting screw and replace breaker point cover after tnitial adjustment. Follow up with the final or precision adjustment using a timing light, Final adjustment is made by shifting position of governor--reter to procedure below, Several different types of timing lights are avatlable--follow the manufacturer's Instructions for the particular type of timing light used. The following procedure can be used with most timing lights. Rotating the governor advances or retards the timing depending on which way the unit Ts turned. LHe hoot type lead is used, remove hoot at #1 cylinder (nearest flywheel) then wrap one end of a short piece of fine wire around spark plug terminal, Reconnect boot to terminal so that free end of the wire can protrude under the boot, (Step | applies to timing lights hav ing alligator clips.) 2. Connect one of the timing light leads to the wire protruding from under the boot, 3. Connect secon timing light lead to hot (ungrounded) sice of battery-—see timing light instructions for proper ba.tesy size, wir. connections, ete. 4. Connect third timing light lead to common ground. 5. Before starting, rotate engine until "SP" mark is observed {n timlag sight hole~-chalke mark the line for easy reading. Start engine aad operate at 1200 RPM or above, Aim ming light into sight hole--light should flash just as "SP" mark is centered in sight hole, If light flashes before mark is centered, timing is overadvanced. if light flashes after mark is centered, timing is petaraed. 7. Toadjust, loosen (do not remove) govesnor flange mounting capscrews and shift or rotate until timing mark is exactly centered as light flashes. Retightea flange mounting scrows after exact timing is achieved. a evanren - dem J fave, Fs ane eae . E RESISTOR ROT REQUIRED WITH THIS COLL a eae ae eS THIS: cH) Ne hit we SL Sr con Nr BREAKER POINTS. nEgigrOR ~iwen Used) CONDENSER FIGURE 6-7 -- KIG2 ~ 30 AMP ALTERIATOR SY: IM, WIRING OTAGRAM 6.8ELECTRICAL SYSTEMS ‘Two basic types of battery electrical systems are used on the 2 cylinder engine. The major components of the conventional system includes a D.C, generator, a starting motor and a voltage- current regulator, The other system, the Flywheel Alternator system includes a permanent magnat ring, the alternator stator and a rectifier-regulator. A 12 volt storage battery Is weed with both types of ystema, An electrical system usually consists of a charging circuit and a cranking circuit. The major components of each circuit are listed in the following chart under the basic type of electrical systems. CONVENTIONAL SYSTEM, [FEYWHEEL-ATTERNATOR| (CHARGING CIRCUIT CHARGING CIRCUIT 1, Battery = 12 volt 1, Battery - 12 volt 2) Voltage-Current Regulator 2) Rectifier-Regulator 3) DLC. Generator 3 Alternator GRANKING CIRCUIT CRANKING CIRCUIT 1, Starting Motor (Bendix Type) 1, Starting Motor (Bendix Type) BATTERY Storage batteries used with Kohler Engines are usually of the lead-acid type. Most are 12 volt batteries--6 volt batteries are used on some applications. Lead is used is the construction of the cell~ plates and sulfuric acid serves as the electrolyte. "Wet! batteries are filled with electrolyte and are Stored ready to use if satisfactory charge has been maintained, With "ézy charged" batteries, the plates are charged but an electrolyte of specific grade must be added just before using. Both types function in the same general way, The typical 12 volt battery has a hard rubber case with six individual compartments or cells, Each cell contains a specific number of sets of negative and positive plates, Generally, the greater the number of plates per cell, the higher the ampere-hour rating of the battery. All plates of like charge aye interconnected so that the accumulative charges are present at the postive and negative terminals ofthe vatery. All Kohier Engines use nogative ground systems.” With this system, the nogative (-) fermiral of the battery is connected in CoiTHOn FOUR to the engine while the positive (i) terminal ts the ive" terminal, When disconnecting battery alwaye remove growed (-) texmiral fret, Voltage Test: With a battery in good condition, each cell contributes approximately 1.95 to 2,08 volts. ‘Wess Tat 0.05 volt difference fe noted between the highest and lowest celle, the batiery may be recharged, If the difference is more than .05 volts, this could indicate a cracked plate or other damage which could call for replacement of the battery. Specific Gravity Test: As a battery digcharges and the energy ts not replenished, sulfuric acid is Zemically wMdvaWn from the electrolyte and lead Sulfate deposits continue to butld up on the plates. ‘Thig reeuite in 2 diminishing specific gravity of the electrolyte. If the specific gravity drops below 1.240, the battery must be recharged.» In fully charged condition, the specific gravity will be in the 1,260'- 1,280 range. Some batteries are designed specifically for use in tropical 2ones--these have 3 lower specific gravity than other batteries, Hydrometer readings must be correct for variation in temperature of electrolyte. Add .004 to the reading for every 10° above 80° F. and subtract .004 for every 10° below 80° F Asa battery is recharged, a reverse chemical reaction takes place which causes the lead sulfate Aeposits to be changed back to lead, lead dioxide and sulfuric acid, In effect, this reverses the cis~ charge reaction and restores materials to active condition. If sulfate deposits become too great or if the Level of the electrolyte is not maintained above the level of the plates, the battery may be perma~ ently damaged. Safety Precaution: Adequate ventilation must be provided when batteries are being recharged. Also SpITIG, Spe Mathes and smoking should be avoided vince hydrogen gas ie produced which, if ignited, can cause an internal explosion that can shatter the battery. This gas is produced ia quantity only while the battery receives high rate of charge but can linger for several hours in a poorly ventilated WWService: To maintain battery in top condition, peform the following services at frequent intervals: 1. Regularly check level of electrolyte--add water ag necessary to maintain level above plates--do not overfill as this can cause poor performance er early faiture due to loss of plectralyte. 2. Keep terminals and top of battery clean, Wash with baking soda and rinse with clear water, Do not allow soda olution to enter cele 3. Check other electrical components if battery repeatedly becomes discharged. VOLTAGE REGULATOR ‘The current-voltage regulator is automatic in ite control of current and voltage to battery, A grounding strap if used to connect case of voltage regulator {s common ground with engina, If this becomes loose and makes poor electrical connection, poor regulation can result. Make sure regulator is properly grounded at all times. Many caces of regulator trouble can be eliminated by a simple cleaning of the contact points plus possible readjustment, ‘The flat point always develops a alight cavity and is the point that requires most attention. It is not necessary to have a perfectly flat surface on thie point, but cleaning the surface down to pure metal with a fine cut riffel file will ingure long periods of service. The file should not be allowed to hecome greasy and should not be used on other metals. After filing, wipe pointe with lintless cloth, saturated in carboa tetrachloride to insure clean Surfaces, The flat point (a in the armature, Clean by loosening the upper contact support and moving it to one side, CAUTION; NEVER USE EMERY CLOTH OR SANDPAPER TO CLEAN CONTACT. POINTS. Rua engine for at least 20 minutes before making voltage adjustments as this will allow tempers- ture of regulator to stabilize, Use same battery and generator that will be used on engine for correct settings. Lost (Cut-Out) VOLTAGE ‘VOLTAGE i ie ADAUSTMENT i ADSUSTIE AIR GOP ADIUSTING SCREWS LigHTINg TERMINAL BATTERY (+) TERMINAL MOUNTING GENERATOR FIELD GENERATOR ARMATURE (A) (F) TERMINAL, TERMINAL (NOT SHOW= W UNDERSIDE) FIGURE 7-1 -- TYPICAL IO UNIT TYPE VOLTAGE REGULATOR 71.2TARWATIRE STOP (Bend to adjust point: opening) AIR GAP .075" (Measured between ‘Arnature and Core with points touching) ‘UPPER CONTACT SUPPORT (Disasserble to clean points) POINT OPENING .020" ADJUSTHENT nd neger \L \ eon ores cosine vance | \| Senet eet increase sonteey ARMATURE (Raise or lower to adjust sir gap) AIR GAP (Armature to core} 020" FIGURE T-Z ADJUSTING SCREWS (Loosen and shift support ‘to adjust air gap) CUTOUT RELAY ADSUSTHENTS FIGURE 7-3 ~~ CURRENT-VOLTAGE AOJUSTHENTS Cutout Relay Units This requires three checks and adjustments: air gap, poiat opening and closing Voltage. The alr gap and point opening adjustments must be made with the battery disconnected! 1, Air Gap: Place fingers on the armature directly above the core and press armature down TENTHS pointe just close, then measure the air gap between the armature ara the center gee of the core. Gap should be .020". Adjust by raising or lowering armature at its hinge mounting, Retighten screws after adjustment, 2. Point Opening: Adjust point opening by bending the armature stop. Opening should be 3. Closing Voltage: Adjust closing voltage by turing screw clockwise to increase spring TeasTOe and Village, counterclockwise to decrease apring tension and closing voltage. Be sure that closing voltage adjustment is at least 0,5 volt less than the current voltage regu Iator unit setting. This should be 12,8 volts, Current-Voltage Regulator Unit: This requires two inspections and adjustments: The armature air Gap aad Ths soltage setting Dlconnoct battery before making these adjustmente, 1. Armature Air Gap: To check air gap, push the armature down until contact points ere GHITjust Touching, thon measure air gap. This should be .075", Adjust by loosening con~ tact mounting screws and raising or lowering the contact bracket as required. Be sure points are lined up and aczews are retightened aiter adjustment and before resetting voltage betting. 2, Voltage Setting: Adjust the voltage setting by turning adjusting screw--clockwise to TReTELee THE voltage setting and counterclockwise to decrease the voltage setting, After each adjustment, replace cover and allow ample running time to again stabilize voltage and temperature before rechecking the voltage setting. CAUTION: If adjusting screw is turned down (clockwise) beyond aormal range required for adjustment, the spring support may fail to return when pressure is relieved, If this happens, turn screw counter- clockwise until enough clearance develops between the screw head and spring support, Then bend spring support upward carefally with a emall pliers until contact is made with the screw head, The Final setting should always be approached by Increasing spring tension. In other words, if seiting is too high, unit should be adjusted below the required value then raised fo the exact setting by increasing spring tension, Be sure screw is exerting force on hanger. 13GENERATOR Most of the generators used on the K662 are of the 3 brush, shunt wound type DC generators for 12 volt electrical syatems, Some earlier generators have hinged oiler caps and require lubrication at regular intervals, although most have sealed bearings which do not require regular servicing. On all generators, the brushes and commutator must be checked at specific intervals, Service generators at the intervals stated in the following service steps. Brushes After each 500 hours of operation, remove thru bolts and take off end frame to observe condition of brushes, sprigs and holders, Replace brushes if unevenly worn or if worn to less than 1/2 their original length (new--about 1” long). Replace springe if corroded or if blued or discolored trom exces- sive heat. Brush arms and brushes must move freely without tendency to bind or cock in holders. FIELD COILS POLE SHOE, AND TISULATOR 6 My Pe , OW ARMATURE FRAME (0E) FIGURE 7-4 —— TYPICAL DC GENERATOR (KG52) DISASSEMBLED VIEW Commutator Observe condition of the commutator at the same time the brushes are serviced (500 hours). if dirty, clean with No, 00 Sandpaper. Make ure dust is removed after cleaning. If surface (s grooved, rough or out of round, remove armature and place in lathe so that commutator can be turaed down, Remove only enough material to make commutator smooth and round. After resurfacing, undercut the mica insulation 1/32" deep. Finish with No. 00 Sandpaper after usdercutting and blow out all dust. Lubrication On generator having the hinged cap oilers, add several drops of SAE 20 weight oil to both caps (at commutator and drive end frames) after each 200 hours of operation or every fourth oil change period. CAUTION: Do not add too much oil at this may cause overheating of the bearing, Add only a few drops at each service period. Belt Tension Occasionally check condition of belt and also check belt tension, Belt should be adjusted ¢o that it deflects about 1/2" when depressed with finger at midpoint on upper span. Too little tension results in belt slippage and rapid wear of the belt, Excessive tension also causes rapid wear and can damage generator bearings. Loosen generator mounting bracket and move generator until proper tension is auained 14FINISH WITH EDGES MUST BE START UNDEROUT WITH STRAIGHT FREE OF MICA $-CORNERED FILE EDGE FILE commutator SB 7 ‘SEGMENTS. L ice FIGURE 7-5 —- UNDERCUTTING MICA ON COMMUTATOR UNDERCUT TO DEPTH OF ABOUT 1/32"——— STARTING MOTORS & DRIVES Starting motors on these engines use either Bendix or Solenoid Shift type drives to engage and Aisengage, Twa different tyes of Bendix drives are used. One type [Ki82) locke in positive engage- ment snd features an overrunning clutch device to protect the motor from overspeed. Ox this type, the Centrifugal action of the overruasing clutch deactivates the locking pia aad allowa the Bendix drive pinion to retract in conventional manner, Operating principles of the motors and drives are discussed further in the following ration: Current from the battery is directed through field windings (coils) and also thru the arma- NE uiiingss This sete up a maguetie field around bath windiage watch "buck" cack ether causing the armature to rotate, With the solenoia shift type drive, the drive pinion is shifted into engagement with the ring first then main contacts within the solenoid close to start the armature turning. With Bendix drive, the drive pinion moves laterally on a splined sleeve into engagement as the armature starts to rotate, When the pinion butts against 2 stop located at ene of the armature shait (K662 Bendix starters), it locks in positive engagement with the shaft to crank the engine, On K482 Bendix type starters, a ‘apring loaded pin dzops into a slot in the armature shaft to lock the pinion to shaft for cranking. The Shaft and pinion remain in positive engagement until the engine "fires" and attains sufficient speed for the flywheel to begin ovezriding that of the armature. The K482 Bendix type and K662 solenoid shifted starters include overrunning clutches which permit the pinion to be momentarily spun faster than arma- ture to protect the motor {rom overspeed. On the K482, the spioning or centrifugal action forces the Tocking pin out of the shaft and allows the pinion to retract. On Kb62 type starters, the overrunning action throws the pinion out of engagement, A small anti-drift apring holds the pinion in retracted position until the armature coasts toa stop after the starting circult is opened. ARMATURE SOLENOID paive SPRING DRIVE HOUSING 4) Rive PINION PINION FILO CLEARANCE com BENDIX: TYPE SOLENOID SHIFTED FIGURE 7-6 ~~ TVPIGAL STARTING DRIVE TYPES 15Precautions: In the event of a “ifalae start (engine gets up sufficient apeed to disengage starter but ‘alle fo continue running}, the engine must be completely stopped before another starting attempt is made-vif the flywheel is still rotating, che drive piston aad ring gear will clash and almost certainly be damaged. Also Limit cranking (continuous) to 4 period of 10 seconds to provent overheating of the starter. If cranked for 10 seconds, starter should not be operated again for 60 seconds to allow tine for suffi cient cooling: Service: Most starters are pre-lubricated during assembly and do not require further lubrication until ‘Gisassembled for overhaul or other reasons, Some earlier model starters on the Kb62 have hinged oiler cups--these should be lubricated every 300 hours with 8 - 10 drops of medium grade engine oil, ‘The condition of brushes and commutator should be checked occasionally. Replace brushes that are unevenly worn or Pencestively worn, Brishes must slide freely in holders. Replace springs if Sigcolored (blue) from overheating, If commutator ie dirty, clean with coaree cloth. If extremely dirty, polish with £00 sandpaper or commutator stone--do not use emery cloth. If commutator is, grooved or mica insulation is high, the armature should be Femoved for reconditioning. THRU BOLT SOLENOID SMITCH sy SOLENOID SHIFT ASSEMBLY 7 DRIVE HOUSING ee, SHIFT TYPE STARTER ASSEMBLY FIGURE 7-7 —— K662 STARTING MOTORS - EXPLODED VIEW ‘ouble Analysis: If starter faile to energize, first check wiring, starting switch or solenoid and con- ‘MMSE aTEAIGTy” Clean or replace badly corroded or dirty contacts-- replace wires If frayed or cracked, Bypass start switch or solenoid with jumper wire--if starter cranks normally, replace defec tive ewitch oF solenoid, If starter turns too elowly and battery ig ia good condition, chack for dirty brushes or commutator and ssrvice if needa’ If starter turns too slowly after brushes and commutator are checked, remove starter from engine and check armature for binding. Armature should turn freely--if not, the cause could be too little end play or improperly lubricated or badly wora sleeve bearings. If starter spins without engaging (applies to Bendix type only), the cause may be a dirty or improperly lubricated Bendix assembly, Do not dip drive in cleaning solution ae this could damage clutch. Brush solution on spline, wipe dry then apply azy spray type lubricant. Replace Bendix assembly if pinion or splined sleeve i¢ damaged. If the K482. type Bendix is moved into the extended Or engaged position while being cleaned, it will lock in thie position--do not try to force it back into the retracted position. F482 starter can be installed on engine with pinion in engaged or disengaged position. 1.6POLE SHOE BENDIX TYPE DRIVE (WITH OVERRUNNING CLUTCH) Frame (OE) \ ay Oo NOTE: WOUND FIELD STARTER PARTS @ I SeictD Sepkearecyavt-enwtete / STARTER REPLACED By pemMmenT maser ( STARTER as SOM SELON. \ FIG. T-GK ~~ WOUND FIELD, OVERRINING CLUTCH STARTER (ka82 Alignment: On K482 engines, alignment of staztor pinion to ring gear is established by the machined Turlace of starter mounting flange on the oil pan and thru epecial (Allen head) mounting bolts. To prevent misalignment and gear damage, make sure the same bolts are used and that they are securely Hghtened at all times. On K662 engines, the starter is supported by brackets at front and rear. The brackets, when properly installed and tightened, provide aligment of the drive pinion to ring gear. Make sure these Bre secure at all times to prevent gear damage. Drive pinion to ring gear backlash must be from .015 to .030" on K482 and .015 to .035" on 662 models. To meaeure this, move drive pinion into engagement then check clearance between the pinion toath that is solidly engagea between two teeth of ring gear. Excessive backlash indicates gear ‘wear--veplace drive pinion and/or ring gear in this event. ee (aaive €ND) vets BOUT PERMANENT MAGIETS — <-TERMINAL & BRUSH IST SHIELD. ous $f FIGURE 7-85 -- PERNANENT MAGNET, BENDIX DRIVE STARTER (KAG2, K532) 1bs OF 46 SR. MIRE {kee Soe 8 FosST000) ve vour sarteRr ust aurTon 6.08 46 cA. WIRE ah Best Pasty 12-VOUT BATTERY ‘on, peessuee resistor UGH a usseRurton stat FIGURE 7-9 —— WIRING DIAGRANS -- KE62 ELECTRICAL SYSTENS 18ALTERNATOR (CHARGING) SYSTEMS The alternator system provides electrical energy to charge the battery and for lighting of acces- sory circuits, Your engine may have either 2 15 amp or a 30 amp system--the type can be determined by the rectifier-regulator as shown above. Th addition to the solid state rectifier-regulator, which is mounted externally on the engine or on the equipment powered by the engine, the syetem also includes an alternator-stator and permanent magnet ring inside the flywheel, With the exception of the magnet ring which revolves around the stator, these systems have no moving parts and are therefore virtually Service free--the only required service ts an occasional check to make sure that all electrical connee tions are tight and that wires are not frayed or cracked. Refer to the wiring diagrams on the following pages for connections. While the function of the two systems is basically the same, regulation differs which results in differing precautions for the systems--check the precautions pertaining to the system ised on your engine to avoid damaging charging system components, 15 AMP SYSTEM | eawecr | . | KEEP FINS CLEAN seer veseeum MONTES i ELA 8 iia relent SF evome | 30 AMP SYSTEM FIGURE 7-10 -- RECTIFIER-REGULATOR [OENTIFIES CHARGING SYSTEM sTIONS AMP SYSTEM Battery polarity must be correct, Negative ground eystems are used with Kohler Engines. 2, Prevent alternator leads (AC) from touching oF shorting. This could permanently damage the stator. 3. Disconnect leads at rectifier-regulator before electric welding is done on equipment in common ground with engine. 4, Do not operate for any length of time without a battery in the system, PRECAUTIONS-30 AMP SYSTEM Battery polarity must be correct--negative (~) battery terminal is connected to ground. Rectifier-Regulator must be in commen ground with engine and battery. 3. Make sure that no fuses, resistors or wires smaller than #10 AWG are in connection from battery to rectifier. 4, Disconnect wire at terminal marked "BATT, NEG." if are welding in common ground with engine. lone on equipment 5, Disconnect battery to regulator lead when battery i9 being recharged. 6, DO NOT operate engine with battery disconnected from Alternator System. Make sure AC leads are prevented from being grounded at all times 19Rep eee eer savour LACK: Bune: BATTERY x reautaton | 3°) REG. FLYWHEEL MUENATOR peo, : Le coare Pree tiaes |} —| CONDENSER ow 01 Pressure Indeating Lamp FIGURE 7-11 =~ WIRING DIAGRAM -- 30 ANP ALTERNATOR SYSTEM WITH OIL PRESSURE INDICATOR AND SHITOR TROUBLE ANALYSIS -30 AMP ALTERNATOR SYSTEM CONDITION POSSIBLE FAULT TEST AND CORRECTIVE ACTION NO ouTPUT A. Faulty windings in stator - Remove four input leads from Rectifier ~ Regulator. Check resistance on RXI scale of Ohmeter. Replace stator if readings not at test values. Test with engine stopped Test 1 - Connect Ohnmeter leads to 2 red Teads - about 2.0 ohms resistance should be noted. Test 2 - Connect Ohrmeter leads to 2 black Tease - 1 ohms should be noted. Defective diode(s) in . With engine stopped, connect Teads of flash rectifier Tight type continuity tester between BAT-NEG and ono of the AC terminals then reverse these leads--lanp should turn ON one way and GEE the other. Repeat procedure on the other} ‘terminal. "If lamp indication 1s the same both ways, diode is faulty. NO. GHARGE Faulty regulator winding Remove red lead from "REG." termina) on (nen Toad Rectifier - Regulator. Start engine and ‘applied to ‘operate at full speed. ith regulator wind- battery) ing disconnected, alternator should charge at full output. "Replace stator if full out- put of at Teast 30 amps Ts not attained. FULL CHARGE — . Faulty regulator winding Renove 2 red leads from Rectifier ~ Regula~ NO REGULATION tor == connect these two leads together then Start engine and operate st full speed. & maximum 4 anp charge should be noted if sta~ tor is OK. Defective regulator If stator checks out, trouble is in regulator portion of Hectitter’— Regulator. Replace unt. 7.10ox. ‘BLACK savour BATTERY, 7 [stanreR ae REGULATOR | O—) | |E ‘swiTcH (ey Start) [ ‘SPARK SPARK Pua PLUG aReaKeR POINTS. cou. FIGURE T-12 —— TYPICAL 30 ANP ALTERNATOR SYSTEM, WIRING DIAGRAM ToRITION HITCH PUSH BUTTON START 12 VOLT BATTERY FIGURE 7-13 - - K662 30 AMP BATTERY CHARGING, MAGNETO IGNITION SYSTEM agoTARTER am 12 VOLT BATTERY x fod, + [y SECITFTER- spagk Lue aEeL, ALTERWATOR aneacen Ponts IgXITION SwITCH FIGURE 7-14 ~~ TYPICAL 15 AHP SYSTEM, WIRING DIAGRAM TROUBLE SHOOTING -15 AMP SYSTEM TEST WITH ENGINE RURKING A 2500 ROM = 80-4080 [CONDITION no cron 0 varrene POSSIBLE PAILT/ REMEDY Test A =~ wien o» cable comectac, check gr (at Serminal‘an rectitiersrégslator) £9 Sroune with Gr Yoltaniers TF 13.8 volts Srintgner, place mini Tose oF 5 fangs on bittary to reduce voltage Bee charge rate Teeresses Ao1 = Indicates alternator eysten OC, battery was fully crorged a me 1 charge rate does not fnoresse DisTo in ey unrest YON (muleinoter) veraes AC Aeads, check AC valeage f less than 28 volts f nore then 28 volts Defective stator, replace with new assembly Defective ractetier-feguiator, replece with CONDITION: ware extn Paste ALTHO FEST © Clack Er to ground with Db Wolinatar eT ote tear vale co) = Rectitter-regulator not functioning propery fapince wite row unit 6-2 Tf under 14.7 waits 6-2 ~~ Altamnater system OK,” Battory unable to fold chorge.” Cheek specific gravity af Battery Replace TF necessery “Saen Vighte on if 60 oitee on move om wimulate oad by placing 2 2.5 ton aerone battery terminals 712ENGINE-GENERAL SERVICES COOLING On engines with the standard forced air cooling system, rotation of the blades or fins on the fly- wheel causes cooling air to be drawn in through the rotating air screen where it is forced through the blower howslag and batfles past the cooling fins on cylinder block and heads where it is finally ejected fas heated alr toward the rear of the engine. In all applications, recirculation of the heated air must be avoided--make sure air heated by the engine cannot be drawn back into the air intake, The rotating air screen and cooling fine must be kept clean and unobstructed at all times. DO NOT operate engine with blower housing, baiflas or any other cooling shrouds removed as this wi Feault in improper circulation past the cooling fins and overheating. Other external surfaces of an engine should algo be kept free of oll and dirt accumulation. This should be done not only for safety and appearance but because poor cooling efficiency results from dirty external surfaces on engine and components. CYLINDER HEAD SERVICE After each 500 hours of operation, the cylinder-heads should be taken off the engine and serviced. Remove carbon deposits from combustion chamber in head, Scrape and remove carbon with a sharp piece of wood--wood or similar material is suggested to avoid scratching aluminum surfaces of head. ‘Always use new cylinder head gaskets, make sure head bolts are tightened in the proper sequence and to the torque value stated in the Specification Section, Before reinstalling the serviced heads, checie and adjust valve-tappet clearance per the following instructions VALVE —TAPPET CLEARANCE After each 500 hours, check clearance between the valve stems and tappets. The engine must be stopped and cooled to normal ambient temperatures to accurately gauge and adjust valve clearances. Use the following procedure to adjust: 1. Turn engine over until piston in #1 cylinder (closest to flywheel) is at Top Dead Center on compression--in this position, both valves will be cloted and cam will have no affect on tappet. 2. Measure clearance between valve stem and tappet with a fecler gauge. To adjust, ture adjusting ecrew on tappet in or out until proper clearance is attained. CLEARANCE SPEC, 482, E532 662 Intake valve -- cold clearance 008 - .010" 006 - .008" Exhaust valve -- cold clearance 017 = L020" 018 = L017 3. After adjusting valve-tappet clearance on #1 cylinder, turn engine over until #2 cylinder is at TDC on compression and repeat adjustment on this cylinder. After valves are in proper adjustment, position new head gaskets and reinstall cylinder heads. Make ure head bolts are tightened in the proper sequence and to the torque value specified on page 14.3. FIGURE B-1 => VALVE-TAPPET CLEARANCE (INTAKE VALVE SROWN) 81AORN NUT NY ten REED STOP. NSF weEDN ZS foe 020" (REED AND STOP) HOLS asker: Ne a FIGURE B-2 -- REED TYPE CRANKCASE BREATHER -— KOO2 GRANKCASE BREATHER SYSTEMS ‘The breather functions 2s 2 one-way valve to allow pressure to be expelled from the crankcase and also to black or prevent air from being drawn back into the crankcase, A proper fanctioning breather system thus helps maintain a elight vacuum within the crankcase, K482 and K532 models use s closed or positive type breather system. A nongerviceable breather valve is pressed into the breather housing which is assembled to the governor, If the valve is faulty, replace breather-housing as a unit. A tube connects the breather to air inlet side of the carburetor, The flow of air to the carburetor thus creates a vacuum on the tube which pulle air [and fumes) from the crankcase to maintain vacuum. Most K662 engines use the reed type breather arrangement as shown in Figure 8-2. The breather is located at the top of the gear housing on these engines. The componente must be properly ingtalled to function properly. The tabs on the reed stop must be adjusted so that they are .020" above the flat surface of the reed (when the engine is net running). The reed allows air to exit feom the crankcase but blocks return of air, The filter clement should be serviced occasionally so that crankcase ventila~ tion is not blocked, A closed system is also employed on the Kb62. The components of this system are the came ae the standard system except for A special housing. A tube coanecte the housing to the Air inlet side of the carburetor to maintain positive draw on breather whenever the engine is In operation ENGINE STORAGE INSTRUCTIONS If engine is to be out of service for a considerable length of time, the following stops are recom= mended: 1. Drain ofl from ezankcase while engine is still hot and fush with clean, ight pil. Refill 2. Drain fuel tank and carburetor, 3. Remove, clean and replace sediment bowl, 4, Clean exterior of engine. 5. Spread a light film of ofl over any exposed surfaces of engine subject to corrosion. 6, Pour tablespoon of oil into spark plug holes, crank engine slowly by hand and replace spark plugs. Store in dry place 8.2CRANKCASE VACUUM TEST ‘The results of a crankcase vacuum test can be vory useful in determining the general condition of an engine. A negative pressure of specific value (or vacuum) should be present within the crankcase when an engine is running at normal operating speed and temperature. Crankcase vacuum reading should be taken with the engine operating at 3200 RPM (or 3600 RPM on models operated at this speed). ‘Vacuum can be checked with a "U" tube water manometer or with a vacuum gauge which can be inserted tightly in the oil fill hole, An engine in good condition will have a erankease vacuum reading no lower than the values stated in the accompanying chart. TYPE BREATHER 482, 532 662 Reed Type Breather 16" H,0, Closed Breather 12" 11,0 2" HO Values shown in inches of water (HO) columa as read on water manometer with engine operat- ing at 3200 or 3600 RPA Uf vacuum is lower than the minimum values stated, this could be attributed to several different factors. The condition easiest to remedy should be checked first. A. Clogged Crankease Breather: Can cause low vacuum or positive pressures to build up. An Taploperly Sasewbled and adjusted reed valve can also cause this, Disassemble breather, thoroughly clean then recheck crankeace pressure after serviced breather is reinstalled, Worn or Damaged Oil Seals: Oil leakage is usually evident around worn or damaged oil ‘eats; Replace oif seals and recheck vacuum. ©. Blowby, Leaky Valves: Can be the cause of positive crankcase pressures. These condi- ‘Tons CAs be CoUTTTMEH by taking compression readings on engine. Construction Details = "U" Tube Manometer: To construct water manometer, procead as follows: (A) Procure length of clear plastic tubing. Bend tube to form "'U!! and mouat on board as shown in accompanying illustration, Make gradval, rather than sharp bead in tube (2) Measure inside, straight section of tube and mark in increments from 0 to 24 inches. (C}) Procure cork having outeide diameter which will be a entg fit in the ol! fill hole, Drill hole in center of cork to receive one end of tube. {D) Pour water (colored for easier reading) into tube until level reaches the approximate halfway mark on scale. When using manometer, place cork end into oil fill hole (other end open to atmosphere) and measure difference between columns, If water column ie higher in tab connected to engine, vacuum br negative preasure is Indjcated. If the higher column ig on the atmospheric side of manometer, positive pressure is present. OPEN 10. 7 nasPHene CLEAR J ae TUBING Z INSERT CORK END IN OIL FILL HOLE MEASURE DIFFERENCE. BETWEEN COLUM SCALE (INCHES) FIGURE O-3 —— CONSTRUCTION DETAILS TUBE WATER PANONETER 8.3COMPRESSION TEST The results of 2 compression check can be useful in determining if an engine is in good operating condition or if reconditioning is necessary. To check conpression, remove spark plugs, insert con- pression gauge in spark plug hole, set the throttle and choke to the wide open position, insure that air intake and exhaust systens aré not restricted, and sotor the engine using the starting motor. Take Several readings on both cylinders, A difference in pressure reading between cylinders in excess of 15% oF readings below 90 PSI can indicate the following POSSIBLE CAUSE REMEDY A. Cylinder head gasket blown. B. cylinder head warped or loose. C. Piston rings worn - biowby occurring. D. Valves Leaking. E. Excessive combustion deposits. Remove head, check for flatness, replace gasket, Feinstall head, recheck conpression. Locate cause of initia} failure end roctify Remove head, check for flatness, (see cylinder head service). Locate cause of initial failure and rectify. Recondition engine. Recondition valves and seats. Remove head and clean combustion deposits from combustion chanber. 84INSPECTION-DISASSEMBLY WORK AREA Before starting disassembly of an engine, make sure work area is in clean, neat condition and that adequate tools are on hard. Certain special toole are required to satisfactorily install oil sealey (O" rings, etc, (Refer to Special Tool Section.) Good lighting is also essential for proper inspection and reconditioning. Observe all rules of safety when working on an engine, Make sure cleaning sol- vente and other flamable liguids are properly identified and stored in covered containers safely away From danger of combustion from open flames, sparks, ete, ‘The best protection against accidents in all situations is provided mainly through the use of good common sense. INSPECTION When disassembling an engine, carefully inspect and note the physical appearance of each of the components. Often the appearance of parts will indicate operation under other than ideal conditions. In observing these indicators, you may be able to suggest improved service and operating techniques which Will result in prolonged engine service life, Some of the things to look for are: Excessive sludge acd varnish formation, Scoring of the cylinder walls Severe piston damage. Evidence of external oil leakage, These are just a few of the more common indicators. Numerous others exist and are obvious to the experienced mechanic. Often the cause will become apparent in view of the pazticular condition of the part. Always look for these signs when disassembling an engine prior to reconditioning. Excessive Sludge: This is a natural by-product of combustion and a small accumulation is normal, Excessive sludge formation could indicate several things. The most common cause is perhaps too infrequent oil and oll Slter changes. It can also indicate operation with improper ignition timing or overrick carburetor adjustment or a poorly serviced clogged air cleaner which restricts air intake and also reaulte ina overrich mixture, Scoring of the Cylinder Wall: Unburnt fuel not oaly adds to sludge formation but can, in severe cases, caure Scuiliny and scoring of the cylinder walle, As raw fuel scope dovm the cylinder walls, ie washes the necessary lubricating oils off the piston and cylinder walls so that the piston rings make metal to metal contact with the walls, Scoring of the cylinder walls can also be caused by localized hot spots resulting from blocked cooling fins or from inadequate or contarminated lubrication, Severe Piston Damage: Major damage to pistons and rings can take various forms. The top of the Piston ring may be burned through or the top groove may be excessively worn and the ring broken or Stuck in the groove. This can be attributed 19 abuormal combustion. If ignition timing is overadvanced, ignition will Sccur while the piston still has a long distance to travel on its compression stroke. As a result, the combined heat of compression plus the heat of pre-igaited fuel raises temperatures to values comparable to that of an acetylene torch. This, of course, acts mainly on the top land and top Ting of the piston and results in early failure, Evidence of External Oil Leakage: If excessive oil leakage is evident, this may indicate improperly gerviced breather systems, Normally, an engine operates internally at pressures under atmospheric or, in other words, with a negative crankcase pressure. If positive presaures build up within the crankcase from a clogged breather or from piston blowby, ofl will be forced out of an engine at oil Seals, gaskets or any other available spot, DISSASSEMBLY PROCEDURE ‘The following is intended as 2 guide to disassembly of standard engine models. The procedure will have to be varied to facilitate removal of special equipment or accessory items such as gas fuel system components, clutches, reduction gears, etc. Prior to disassembly, remove drain plugs and allow ample time for complete drainage of fuel and lubricating oil. It is good practice to do this outside or at a location away from the work bench to Keep this area in clean condition. If engine is dirty oxternally, it should be steam cleaned or thoroughly cleaned in some other manner before being moved to the work bench. Keep the work area in cleanest possible condition at all times. 9.1GEAR COVER Fue Q sean on EAR COVER PLATE SEAL (| a (" B CAMSHAFT j 7 iS ‘SLEEVE TYPE BEARING : CRANKSHAFT a CLOSURE PLATE ATL-FRICTION OTL PUMP ‘TYPE BEARING za ww erie WP ALTettaToR STATOR te FIGURE 9-1 =~ CROSS SECTIONAL VIEW, TYPICAL K4B? To provent unintentional starting, disconnect battery and/or spark plug leads before doing any work on engine or equipment driven by engine. The following sequence is suggested for complete dis- sembly of the engine: 1 Air Gleaner: Remove air cleaner, adapters, backing plates, etc. from carburetor. 2. Carburetor: Disconnect fuel Hines, breather tube, choke and throttle linkage at carburetor ‘hen remove carburetor from intake manifold. ‘Aix Cooling Shroud: Remove rotating air screen, cylinder baffles and blower housing. (If GRieTas Gor aToddy boon done for cleaning external suriaces of engine, ) 4. Instrument Panel: Disconnect line to oll pressure gauge, affix numbers [for ease in recon- ‘Hecting Tater) to and disconnect all electrical leads thea remove instrument panel from gear housing. Other electrical components such as ignition coll, condenser, rectifier-regulator can aleo be removed at this time, 5. External Uni Remove units such a8 magneto, distributor and governor at this time. Manifolds 7. Buel System Components: Remove fuel filter on its bracket and disconnect and remove fuel Finp ther complete Tewssembly of any remaining externally mounted equipment. Disconnect intake and exhaust manifolds and remove from block, 9.2FL ‘The Nywheel is keyed to and positioned on a taper on the crankshaft, The fly- FiesT retaining nut may be secured with cither a roll pin or setscrew. Loosen setscrew with Allen head wrench or drive roll pia out with small punch before attempting to remove Fetaining nut. On some K482 engines, it will be necessary to partially disassemble Bendis, before the flywheel can be removed, Use the following procedure to remove flywheel (A) K482 (early models only): Bendix assembly is pinned to the starter shatt. Gul Tecve aur SE cud Of storte: shaft then slip Bendix Assemoly off shalt, (B) After loosening setscrew or removing roll pin, block and prevent flywheel from tura- ing (insert board between cooling fias on flywheel) then remove retaining aut. [C) Use puller to remove flywheel from shaft--Do not "bump" to remove ag this may weaken o7 break end of crankshaft, Remove key {rom keyway on crankshaft. drive pin Alternator-Stator: On engines so equipped, the alternator-stator can be removed after ‘Tiywheel te pulled. Remove capacrews securing stator to gear cover aed slip stator off, BREATHER aaa GEAR COVER PLATE FUEL PUNP FugeeL canst 6 1 ff ay “ Glee TAPERED T folk Fi ‘ BEARING INTAKE SCREEN : a ch || REAR OTL SEAL ‘OIL PUMP of ig cubsure PLATE ge ROTATING TYPE GEAR COVER OTL PAN BASE FIGURE 9-2 -- GROSS SECTIONAL VIEN, TYPICAL Kose 9.310, ne 12 13. . 15. 16 a7, 18, 19%. 20. Cylinder Heads: Remove spark plugs, then cylinder heads and gaskets. Valve Mechaniem: Remove valve covers then, using 2 spring compreseor, remove taper Tocks; rolators {if used}, or spring retainers and springs. Carefully slip valves out of guides, Tappete are removed most easily after camghalt and oil pan have been removed. Gear Gover: Remove capscrews to block and gear cover, remove shroud mounting plate lower housing support) firet then gear cover, Oa the Kb62, remove breather com- ponente from gear cover, Front oi) geal will be removed along with gear cover on the K482 and K532--slide seal off crankshaft first on K662. Camshaft Gear: Wedge piece of wood between cam gear and crank gear then remove cam- ‘Shaft relalning nut and washer. Cam gear Is keyed to crankshaft--use gear puller to remove, Remove key from keyway after cam gear ig pulled. Cover Plate: Remove capscrews securing cover plate to block and remove cover plate. Camshaft: Rotate camshaft so that tappets are pushed away and will not interfere as shaft Te removed. Pull camshaft out through front end of block--carefully guide and support shaft until Completely removed, If unsupported, it coulé fall when clear of bushings and damage bushings and journals, After camshaft is removed, tappets can fall inside crank- ‘case when engine is tilted to remove oil pan. To prevent darnage to tappete or other parts, temporarily run a wire from adjusting nut on one tappet to the other--do this to tappets or both cylinders. Also tag tappets so that they can be reinstalled (if reusable) in same cylinder during reassembly. ON Pan: Tit engine on its side to gain access to thru bolts securing pan to craakease. ‘Rethove thru belts then, being careful sot to damage oil screen, remove oil pan. Tappets can now be removed working thru inside of crankcase, Oi Pump: Aiter pan is removed, disconnect oil screen tube at body of oil pump. Screen ust be Temoved from pump as it would interfere with pump removal. Remove capscrews securing pump to crankeage and pull pump out through front of engine. Connecting Rods-Pistons: Working through bottom of crankcase, disconnect connecting rod Tapsceews nd fomove Tod cops. ‘Teg these componente #l and #2 cylinder--do not mix, Garerully guide rod-piston assembly out through head side of cylinder bore, Temporarily reinstall rod cap on piston-rod assembly. Crankshaft Gear: Remove both snap rings (K482, K532} then use gear puller to remove crank gear (crank gear i9 light press ft on crankshaft--It may be possible te pry crank gear off ueing two screwdrivers with large blades), Remove key from crankehalt, Crankshaft~Closure Plate: Remove capscrews securing closure plate to crankcase then ‘Carefully guide crankshait-closure plate assembly out through the rear end of the crankea: *-avoid ‘damaging front bushing (K482, K532) or bearing on K662. Carefully note number and thickness of closure plate to crankcase gaskets--these are used to control crankshamt fend play. Upon reassembly, use new gaskets of same size and in same sequence as they wore originally. Engine is now disassembled and ready for complete inspection and recon= ditioning. a4ENGINE RECONDITIONING All parte should be thoroughly cleaned--dirty parts cannot be accurately gauged or properly inspected for wear or damage. There are many commercial cleaners avallable that quickly remove grease, oil and grime accumulation from engine parts. If sucha cleaner is used, make sure that all frace of the cleaner te removed before the engine is reassembled and placed ip operation, Even small amounts of these cleaners quickly break down the lubricating properties of engine oils. CYLINDER BLOCK 1. Inapection A. Gasket surfaces - Check all surfaces to make sure that they are free of gasket fragments. ‘Surfaces must aleo be free of deep scratches or nicks. B, Bearings, Races, Transfer Sleeves - On K482, K53Z models, carefully inspect sleeve type Bearing that ts precs fitted Ie BIOck: On two sieeve bearing models, also inspect sleeve bearing in clooure plate at thie same time, On K662 models, check oil transfer sleeves and outer bearing races. If visual inopection of these parts reveals no evidence of scoring, grooving or scuffing, check further to see If wear is within limits, Do not remove parts Unless replacement ie necessary. [/ erankahaft has t0 be reground, undersize bearings (0482, K532) and transfer sleeves (K662) will have to be used regardless of condition of ol@ parte, Running clearance of transfer sleeves on K662 is .000-, 0025", C, Bushings (Camshaft) - Check bushings for signs of scuffing, scoring and excessive wear Se Clastance SectTon for wear limits, Precision type bushinge, which do not require line reaming, are available if replacement is necessary. Cylinder Bore - If badly scored, excessively worn or tapered oF out of round more than dos rebertny 1s necessary. Use an inside roicrometer to determine amount of wear (See Fits and Clearance Section). If cylinder bore is not damaged and is within tolerances, only light deglazing may be neceseary. 2. Reconditioning - Gylinder Blocks A, Reboring Procedure - See Clearance Section for original cylinder bore size, Use an inside micrometer to measure wear then select nearest suitable oversize of oither .010, 020 or .030". Reboring to one of these oversizes will allow usage of the available over~ ‘size piston and ring assemblies. While most commercial cylinder hones can be used with either portable drills or drill presses, the use of a low speed drill press is preferred as ‘CROSS. HATCH PATTERN AFTER REBORING. MEASURE BORE AT THO POINTS 90° APART FOR (OUT _OF ROUND CHECK FIGURE TO-T == OUT OF FOND MEASUREMENT FIGURE TO-2 -~ REGORING CYLINDER WITH HONE 10.1it facilitates more accurate alignment of the bore in relation to the crankshaft crossbore. Reboring is best accomplished at drill speed of about 600 RPM. After installing coarse stones in hone, proceed as follows: STEP 1 - Lower hone into bore and after centering, adjust 0 that stones are in contact with wails, Diesel fuel oil or kerosene can be applied to the stones as a cutting- cooling agent. STEP 2 - With the lower edge of each stone positioned even with the lowest edge of the bore, start drill and honing process, Move hone up and down while reboring to prevent formation of cutting ridges. Check size frequently. STEP 3 - When bore is within , 0025" of desired size, remove coarse stones and replace with burnishing stones, Continue with buraishing stones until within . 0005" of Gesired size then use finish stones and polieh to tinal size. STEP 4 - After reboring, carefully clean cylinder wall with seap and water, then after drying thoroughly, apply light coat of SAE #10 oil to prevent rust. FYGURE 10-3 -- PRESSING BEARING INTO CLOSURE PLATE FIGURE 10-4 -- PRESSING CLOSURE PLATE ON CRANKSHAFT CRANKSHAFT-CLOSURE PLATE (K482, K532) Some engines ute a ball bearing which is locked in place in the closure plate and on crankshaft. On these enginet, it ie wot necessany to separate ihe crarkahadl from the closure plate ifthe beatiok tire easily and nolselesely on the shalt. "Replacement of the bearing te not aavally neceseary. To Secondition or replace beating, ‘remove inner retaining ring then press craskebalt oat of closure plate. The bearing will Tersain on the shaft and can be pressed off aber two remaining snap rings ave removed, thie te necessary. To clean ball bearings, swish in cleaning salvent, allow to drip dey (do not spin dry with air hose), then re-oil with light weight engine oi a CRANKSHAFT 1. Keyways-Gears - If keyways for flywheel are badly worn or chipped, replacement of the crank- ial may be necessary 2. Crankping ~ Inspect crankping for score marks or metallic pickup. Slight score marks can be cleaned with crocus cloth soaked in oil. Tf wear limits, as stated in Clearance Section are exceeded, it will be necessary to either replace crankshaft or regrind the crankpin undersize. On K662 models, . 002" underatze bearings are available for crankpins worn .002" undersize. ‘The appropriate undersize connecting rod (big end) on K482 and K532 or undersize bearing on K662 must then be used to achieve proper running clearance. 10.2‘OTL CONTROL NIODLE COMPRESSION 2 FIGURE 10-5 —- WERSURING RING ENG GAP TW CYLINDER PISTON RINGS, Replacenent Ring Sets: 010", .020" and +030" oversize sets. wear and out of round limits (wear limit Foraity to cylinder wall regardless of woor are used FIGURE 10-6 —— RING INSTALLATION SEQUENCE Service type ring replacewent sets are available in the standard size plus Service type sets are used when cylinder is worn but within 005" oversize, out of round Jisit Usually include expanders or other arrangement to provide uniform pressur. 004"). Service sets ‘on ring and better con= Gylindor bore must be deglazed before service ring sets Chrome plated rings, when used, should be installed in the top groove. Ina Baton; Frou (Gigle) | Pre @Paee)_| sore pa ng : ema 7 BOTTOM oe g cae ROOVE : ' : i 2. a] Fi PE Gs oc aaaae Prod. Tope Trai, Type Ben 8 Pee MIDDLE } : GROOVE } Z ' Ce 2 =f Trial Top jes atRing teste eae : : | Bevel ' TOP i —" 1 1 GROOVE | : { : ° {angi inase wit Top" { : Bevel Up, or Marking Up FIGURE 10-7 == PRODUCTION AND SERVICE TYPE RINGS - INSTALLATION 10.3EXPANDER SPIRAL RAIL INSTALLATION OTL CONTROL RING FIGURE 10-8 => INSTALLATION OF W662 OIL CONTROL RING WITH SPIRAL RATL PISTON — PISTON RINGS 1, If the cylinder block does not need reboring and if the old piston is within wear limits and free of Score ar scuef sarks, Lt may be reused. Do not reuse old rings, Aowever. Oversize pistons and ring sets are available in .010, .020 and -030” sizes for use with rebored cylinders. .003 oversize pistons axe available and are used with the standard size service Ting set 2. Remove old rings with ring expander and clean up grooves. 3. Before installing new rings on piston, place ench ring in turn in its ruaning azea in cylinder bore ‘and check end clearance. 4, Rings must be installed according to markings on rings. Generally compression rings must be installed with groove or bevel up when this {# on inside diameter of ring. The chrome plated zing, when uted, must be Installed in the top groove. When the bevel is on outside of ring, install in down position or toward the piston skirt, Refer to Figure 10-7 for typical riag types and inatallation in grooves. Ring installation instructions are also inciuded with new ing sets either printed on the carton or on a printed sheet included in container, Follow instructions carefully. Use ring expander to install rings and check side clearance of each ting after instal- ation, Be careful not to overexpand rings when installing on piston. PISTON — ROD ASSEMBLIES Normally very little wear takes place in the piston boss-piston area. If the original piston and connecting rod can be roused after reconditioning, the pin will usually not have to be replaced. If the piston boss or connecting rod small end is worn beyond limits, use a new piston-rod assembly rather than rework the old piston boss and connecting rod. A new piston pin should be used ‘when a new connecting rod is used with the original piston. After checking pin, rod and piston boss to make sure proper clearances are available, assemble piston to rod with pin (light interference to loose fit) and lock pin with new retainers--make sure Fetainers are fully engaged in grooves. 10.4CONNECTING RODS 1, Check bearing area (big end) for exceesive wear, score marke, runaing and side clearance. Replace rod bearing oa K662 or rod on K482 and K532 (f worn beyond limits svated. 2. Slightly undersize rod bearings (.002" less than standard) are available for K662 engines when crankpin wear i moderate. Connecting rods 01D" undersize are available for the K482 and 532, Connecting rod bearings .010 and .020" undersize are available for K662 for use with reground erankpin. VALVES — VALVE MECHANISM Carefully inspect valve mechanism parts, Check valves and valve seat area or inserts for evidence of deep pitting, cracks or distortion, Check clearance of valve stems in guide. Guides: Ifa guide is worn beyond limits, it must be replaced. A guide with .010" oversize 0.D, is available (662 only) for cases where guide bore in crankcase is damaged, The guide bore must be rebored to accommodate the oversize guide. Replacement guides must be reamed te correct size. To remove, drive guides into valve chamber and carefully break protruding end until guide ie completely removed, Be careful not to damage block when removing old guide, Press new guides to Septh stated in Clearance Section, Ream to proper I.D. after installation, Valves and Valve Seats: Consult parts manual for correct valve aumbers when replacing valves. ‘Bome applications require special hard faced valves for both intake and exhaust valves, Exhaust valves are always hard faced, Intake valve feats are machined into block on most K482 and K532 models although intake inserts may be used in certain applications. Both intake and exhaust seat ingerts are used on the K662, Exhaust valves seat on special hardened inserts on both models. If valve seat insert is badly worn, warped, damaged or If seating surface is badly pitted, the insert rust be replaced. ‘The inserta are a tight press fit in the cylinder head, A commercial valve seat removal tool is recommended for this job, Siace insert removal causes loss of metal in the insert bore area in the head, use only Kohler service replacement inserts which have knurled outer edges to provide proper retention in the head, Make oure service ingozts are properly atarted and pressed Into bore to prevent cocking of the insert. p Y ke lil a Lass GEC 4 JilzAe € 037 = .045* 1a" 037 = 085" 17/16" FIGURE TO“ =~ VALVE, VALVE PORT DIMENSIONS - 2 CYLINDER MODELS 10.5Seating surfaces should be held 28 close as possible to 1/32" width, Seats worn to more than 1/16" width must be reconditioned with 45° and 15” cutters to obtain proper width. Reground or aew valves must be lapped in to provide proper fit, Use a hand valve grinder with suction cup for final lapping. Lightly coat valve face with "fine" grade of grinding compound then rotate valve on seat with grinder, Contioue grinding until emooth Surface is obtained on seat and on valve face, Valve Clearance: Valve clearance must be checked after resurfacing and lapping in. Install valves Tu guides, rotate camshaft to position where cam has no effect on tappet (TDC on compression stroke) zshold valve firmly on seat and check clearance between valve stem and tappet (See Clearance Section). I clearance ig insufficient, adjuetment will be necessary, Loosen the adjusting screw, turn in or out until proper clearance is attained. See Engine-General Service Section for valve clearance and adjust- ment procedure. CYLINDER HEADS Blocked cooling fins often cause localized "hot spots" which can result in "blown" cylinder head gaskets, If gasket faile in area surrounding one of the retaining capscrews, high temperature combus- tion gaces can burn away portions of aluminum alloy head. If no evidence of thia Is found, head should be checked for flatness. A slightly warped head can be resurfaced by simply rubbing it on a piece of sandpaper positioned on a flat suriace, Carefully clean carbon deposite from cylinder head if it is to be reused--use piece of wood or similar soft material to scrape deposits, Be careful not to nick or scratch aluminum, especially in gasket seat area. RING GEAR (ELECTRIC START ONLY) Do not replace ring gears in the field. Kohler will no longer provide ring gears as a serviceable part. If a ring gear is damaged, the entire flywheel will have to be replaced. Refer to page 11.5, Step 10 for Flywheel replacenent procedure. 10.6REASSEMBLY ‘The following sequence is suggested for reassembling engine after components have been recon- ditioned and all sub-assembly work, such as reinstalling bearings, guides, bushings, etc., has been completed. ‘The procedure may be varied slightly to accommodate special equipment used on certain engines, Algo the procedure varies in certain areas because of design differences between the various modele--these differences are called out where the sequence is affected. STEP 1- Tappets: Lightly coat outside of tappete with oll, then insert in tappet bore. All four tap- ateare identical and are therefore Interchangeable between intake and exhaust and between the cylinder banks if new tappete are used, if-old tappets are used, install in same position as removed {noted la Disassembly Section). STEP 2 - Camshaft: Check to make sure oil hole in camshaft eleeve bearing lines up with crankcase =X porting, lubricate camshaft and bearings, then carefully guide camshaft through bearings (front end first) and into position in block, Install welch plug at rear end of camshaft if this hat been removed. STEP 3 - Gear Cover Plate: Position new gasket, then install gear cover plate and secure to block at =~" our polnts [three points on model K662 enginee) around the canshaft opening. This plate and gasket controls end play of camshaft which should be in the .003" to .02#" range on all models, [fend play is greater than this, plate is probably worn excessively in camshaft con- tact area and must therefore be replaced. Before installing, grease plate around camshaft contact area to prevent seizure during initial start up. STEP 4- Crankshaft-Closure Plate: While some K482, K532 models use sleeve bearings at both ends Of the crankshaft, other models have a sleeve bearing at the front and a ball bearing at the rear or closure plate end, On the models with the ball bearing, the closure plate must be assembled to the crankshaft as per instructions in the Reconditioning Section before the crank- shaft is installed in the block. On this type, the ball bearing is locked in position and this controls cranksha‘t end play. If the retaining rings, grooves and bearing are in good shape, the end play should be within limits. K662 engines use tapered roller bearings and have oll transfer sleeves. Crankshaft end play is controlled by thickness of the gaskets used between the closure plate and block. The procedure for adjusting and checking crankshaft end play differs between the K482 or K532 with sleeve bearings and the model K662.. The following ‘assembly and end play checking procedure assumes that the sleeve bearings, oil transfer Sleeves, bearing races and bearings have been pressed into the block or on the crankshaft per instructions in the Reconditioning Section. FIGURE Ti-1 -— INSTALLING CARGHAPT (REG SHOWN) WlCrankshaft Installation and End Play Adjustment 482--Two Sleeve Bearing Type--Fad Play 004"! to .010" Start with one white gasket (next to block} then add one blue gasket (,005""). (Or use same gasket combination and sequence as aoted during disassembly procedure. ) Install closure plate and secure with four capscrews and lock washers, Tighten capscrews to specified torque value. Bump end of shaft with soft head hammer to make sure it is all the way down. ‘Mount dial indicator as shown in Figure 11-2, set dial at zero then place screw driver blade between counterweight and block, Pry crankshaft toward closure plate end and observe reading fon dial indicator, Itend play i@ not in the .004" = .010" range, proceed with Step 4. Remove closure plate then add or subtract gaskets to achieve proper end play (use .005", 010" and ,020" gaskets as required), Replace closure plate, torque capscrews, and repeat end play Check, Install rear of! seal after end play ie corrected, fee orearoR ‘662 = .0035 - .0055" ee FIGURE 1-2 <= CHECK CRANKSHAFT END PLAY K66i End Play 035" to .0055"" Start with two white (.007") gaskets then place steel ehim ,020", Place three white (.007") ga ‘kets on top of shim, NOTE: Do not use shien if gasket thicknoss on either side is less than . 014" or if gasket stack totals Tees than . 048"'--subatitute .020" size paper gasket if shim cannot be used. Install closure plate and secure with capscrews and lock washers. Tighten capscrews to speci~ fied torque value. Bump end of crankshaft to make sure bearings are fully seated. Mount dial indicator ae shown in Figure 11-2, Set dial at zoro then place screw dtiver blade between counterweight and block, Pry crankshaft toward closure plate end and observe reading on dial indicator. If end play is not within the .0035" to .0055" range, proceed with Step 4. Remove closure plate then add or subtract gaskets as necessary to achieve proper ead play (.005", 007", .010" and ,020" gaskets are available), Replace closure plate, torque capscrews, and repeat end play check. Install rear oil seal in closure plate aiter end play is corrected. 11.2opposite end of crankshaft and p: drift for driving. On K482 and K532 models,STEP 6 - Piston, Connecting Rod Assemblic A. Place flywheel loosely on crankshaft and tip engine using flywheel as supporting base. B, Separate rod caps from assemblies but be careful not to mix caps. ©. Lightly off bearings, crank ping, piaton rings, then rotate rings so that gaps are not in line. Use ring compressor to install piston assemblies into cylinder bore. Make sure raised markings on connecting rods and caps face the front (flywheel) end, "Also, if arrow is stamped on top of K482 piston, arrow must face direction of Crankshaft rotation (clockwise when facing flywheel). Arrow stamping on early models only. Gently push piston into bore with hammer handle--do not pound into position. Position rod eaps then secure to connecting rode with capscrews and locking washers. To avoid the possibility that screws may he tight but cap is still loose on crank pin, tighten screws to torque values specified on page 14-3. COVER ALIGHVENT % ‘SECOND THIRD ¢ HOLE UP DOWEL PIN HOLE UP = INSTALL TWO SHOULDER. CAPSCREWS (4277086 - 1/2" THREAD DEPTH) FIRST AND TIGHTEN TO 250 IN. LBS THEN : INSTALL OTHER CAPSCRENS ‘OTL DRAIN oi. paw pase FIGURE 11-5 ~~ GEAR COVER ALIGNNENT FIGURE 11-6 -— KO62 OIL PAN BASE WITH BAFFLE CAPSCREWS ~ K482,K532 STEP 7 - Oil Screen and Oil Pan Base: Connect oll screen or strainer to oil pump body. Thread oil =" tube into body then assemble clip and strainer to tube. After installing strainer, position new oil pan gasket, place dowel, then secure oil pan to block with oil pan capserews. If pan baffle is used, position gasket on each side of baffle, STEP 8 - Gear Cover: K482: Grease seal to make it slide easier then install new oil seal in cover, position new cover K532: gasket then carefully guide cover over shaft. Gently work cover when installing to prevent damage to the seal. Before inserting capscrews, position the blower housing cupport then secure cover and support to block with the capserews, When installing gear cover on K482, K532, make sure that the two shoulder screws are installed in locations shown above to align cover, Misalignment will cause stator damage, 4GEL SEAL FIGURE 11-7 =~ K662 FRONT OTL SEAL INSTALLATION 662: ket on gear cover then position cover. Slide oil seal unit into position with seal slot aligned with crank gear key. FIGURE 11-8 -- RIGHT AND WRONG WAY TO INSTALL FLYWHEEL KEY Place new gas: Ingtall blower housing eupport plate, (plus starter OF generator brackets when used) then secure cover ete. to block with cover capscrews and lock washer: STEP _9 - Alternator Stator or Magneto Coil: eto ignition, secure stator Fig or igni On engines with alternator aystem or with flywheel mag- fon coil assembly to gear cover. "Affix teads so that they will be accessible after flywheel is installed, STEP 10 - Fiywheot WARNING: Improper provedunee for install: onenkehafte. Thia not only resulte i thneaz to the safety D9 NOP appty greave, ott, on ary Lubricant wheel, as this vill eause exaceeive otvece Lightening. DO NOT atios the kay to be puaked imsand on the koysay while tnetalling the flywheel. key rides w on the rowded aunface at the aot as a wedge and enaak the flywheel hub. be reuse a flywheel ¢: 00 NOP wee a steel bar or wy other object whan tho Fhysheel mut £9 Being vorqued, ae 1. Make sure the flywheel hub and taper of the crankshaft are clean, dry and completely free of any lubricant, before installing fiywhes! 2. Position key properly in keyway as shown in Figure 11-8 and carefully guige key slat in Flywheel hub over the key (iF generator belt pulley is used, install belt before placing flywheel on shaft). 3. Install Tock mut or retaining nut and locking tab. Hold flywheel with a strap wrench, and tighten nut to its proper torque value (115 Ft. Ibs. for KéB2, K532 and K582 models and 130 ft. Tbs. for #662). 4. Bend lock tabs (if used) over Flywheel nut. Drive roll pin back into crankshaft (see Figure 11-3) or install crank pin and lock in position with set screw. ‘on of Slysheals oon Toad to onacked flysheele and broken extensive damage to an engine bu ‘precenta a serious to the taper of the 3 rankahapt on hub of the Fly aud possible anaak ing of the flysheel while a ond of the keyoay a shoun in Piguve 6-16, 41 it has been dropped or danaged in any way. (between the flywheel fins) to hold the flysheet this practice could break ov orack flyshaet fina. ROLL PIN USED OW EARLY MODEL K482 ony FIGURE 11-9 -— INSTALL ROLL PIN ON K#@2 NODELS 15FIGURE 11-10 —- INSTALLING VALVES WITH RING COMPRESSOR STEP LL Valve Mechanism: Start with cylinder #1 and proceed ag follows: A. Position valves, springs, spring seats, retainers or rotatore when used. Compress spriage with spring compressor and install taper locks. B, Turn engine until #L piston is at TDC on compression stroke (both valves closed) then adjust valve to tappet clearance on both intake and exhaust valves, Intake valve clearance is . 008" = .010" on all models, Exhaust valve clearance is set at ,017" = .020"" on K482 and K532 and 015" ~ ,017" on K662, These are cold clearance C. After replacing gasket (stud if previously removed) and cover for valve chamber, repeat foregoing procedure for #2 cylinder. Use plain brass washer and nut to secure cover. STEP 12 - Gylinder Heads: Use new gaskets, position heads and secure with capscrews--make sure SEEES \jathers are'used. Tighten capscrew in the sequence and to the torque values aa stated in the Specification Section of this manual, Install new spark pluge and tighten to 324 in. Ib (27 fe, bs.) torque value. STEP 13 - Intake & Exhaust Manifolds: Place heavy flat washer or spacer on manifold where capscrews == ‘are used to secure manifold and side baffles. Place intake and exhaust manifolds and secure with capserew specifically for manifold, 14 - Crankeage Breather (Reed Type K662): Place new gasket on breather pad located on top of ada? housing. Position Feed aid Teed stop plate (ceived edges up or away from reed). clear Ence between raised edges of stop and reed must be 020". Carefully bend tabs to cbiain proper clearance, Turn holding nut all the way down on stud to breather reed and stop plate firmly, Place breather body and cover over stud and secure with acorn nut, On engines with closed breather systems, breather components are connected te other systems such as carburetor,STEP 15 - Engine System Components: At this point in reassembly, components such as governor, SEEM ‘isttpump, cavburctor, air cleaner, oil filter, ragnetos, ete, ean be reinstalled on the engine with new gaskets or elements where applicable--refer to the appropriate Service Section in this manual for Installation and adjustment instructions oa this equipment. STEP 16 - Blower Housing, Baffles & Shrouds: A. Install lower battles (support) on K662 models. (Support baffle has been installed with gear cover on K48z and K532, models.) B. Install blower housing. Note: On K662 engines with wire mesh screen, install screen on flywheel before placing Housing In position: On engines with rotating air screen, tostall blower housing then sereen assembly, Use spacera between flywheel and screen assembly to provide clearance between screen and housing. C. Install lower shrouds on both models and etarter ehield on K482 and K532 models. 42 SHROUD BLOWER HOUSING SUPPORT BAFFLE uppeR CYLINDER BAFFLE ‘sHRouD, #1 CYLINDER: BLOWER HOUSING FIGURE 11-11 -- K482, K532, TYPICAL BLOWER HOUSING -- BAFFLES AND SHROUD 11.7SHROUD #2 CYLINDER. BAFFLE /| #2 CYLINDER LoweR sifu HPerLawoe axovck noustne FIGURE 11-12 -- K662, BLOWER HOUSING -- BAFFLES AND SHROUD Install upper eylinder baffle (K482, K'532) then Install cylinder head shrouds to complete installation of cooling baffles and shrouds. Note; On earlier K482 modelé make sure new oil filter is in place before #2 shroud is installed. Instrument, Control Panel: On engines so equipped, attach panel to bearing housing. On KGO2 models, remove acorn nut on breather, attach upper bracket supports to stud thea replace acorn ast. Refer to wiring diagrams (see Section 6 and 7) for proper connections of electrical equipment. Connect throttle, choke, emmeter and oil pressure gauges. RUN-IN INSTRUCTIONS Refer to appropriate Service Section for adjustment procedures for carburetor, governor, etc. r initial adjustment, fill engine to proper oil level mark with non-cetergent type oil and run in Toad for 2 period of abouts hours. Make final adjustments 25 needed dur faring this period, After The TAWA 3 hour run is, etop engine, drain the oil and refill with detergent type API Service SC oil of proper weight. ae 11.8SPECIAL FUEL SYSTEMS PRECAUTIONS When properly installed and maintained, a gas fuel system can be just as safe as any other fuel system, While gas and gasoline are both highly volatile and flammable, gas presents an additional danger in that it is heavier than air and tends to settle in low areas where even the slightest spark could lignite the gas. Because of this, extra precautions must be taken to insure safety when using gas as an engine fuel. The following precautions are offered not to discourage the use of gas but rather as reminders to exercise care in the handling of gas fuel. While adherence to federal, state and local laws governing gas systems lessens the potential dangers, good common sense is the final safeguard in installing, handling of repairing engines with gas fuel systems. © tostattation and subsequent repair of gas feel systems must be done only by qualified gas system @ Gas must never be used for pressure testing of new or rebuilt gas equipment--compressed air will do the jeb safely. @ Never bleed gas out of any part of a gas system to check flow of gas or when adjusting. for example, gas regulators, Compreaged air should be used for these purposes. @ An engine with a gas fuel system must never be installed or operated in a poorly ventilated area where leakage of gas could endanger the safety of building occupants or persons in the vicinity GAS SYSTEMS Natural gas and liquefied getroleum gas (LPG) systems are used on the two cylinder engines These systems require special equipment including gae carduretors (or gasoline carburetors with gas adapters) and primary and secondary regulators. is some applications, @ 2-stage regulator is used-- this provides both primary and secondary regulation. Natural gas, as supplied from main transmission lines, is normally received at pressures not greater than $0 pounds per square inch (psi). With LPG (butane or propane or a mixture of the two Bases) the pressure may go as high as 180-200 psi depending on the mixture and the prevailing tempera tures. To be used by the engine, the pressure must be reduced to about 4 to 6 ounces per square Inch, ‘The fuel supplier should insure that gas pressure is sufficient to operate the primary regulator. If pressure drops too low, the regulator may not function at all, While propane tends to maintain some vaporizing pressure even at temperatures down to -20° F., butane returns to liquid state and offers little or no vapor pressure when the temperature drope to freezing or 32" F, For this reason, fuel suppliers usually supply LPG of higher butane content in hot weather but will alter this to @ higher per- centage of propane during cold weather, If thie ratio le not changed, starting and operating difficulties may be encountered in cold weather, ‘Two different types of LPC systems are used, One system, the vapor withdrawal system, utilizes vapor that normally forms in the space above the liquid fuel in the tank, Ta allow for expansion of the gas from liquid to vapor, the maximum Liguid level is usually held at about 80 or 90 per cent of the total capacity of the tank, With this system, the temperature of the air surrounding the tank must be high ‘enough to sustain adequate vaporization of the fel. ‘The other LPG system is the Liguid withdrawal system. On this type, Hguld fuel (s drawn out of the tank and introduced into a vaporizer which 1s mounted 80 that air heated by the engine is used to change the liguid fuel inte vapor. The uaual regulatory equipment must also be used with this system, Since the gas carburetor receives fuel in vapor state, it does not have to provide further vapori- zation as oct a gasoline carburetor, The gas carburetor therefore serves only £0 control the ratio of fas to alr under varying load and speed conditions. ‘There are two basic types of gas carburetors used fon Kohler two cylinder engines. One type utilizes the venturi and aozele system while the other type uses 2 diaphragm which is activated by pressure differential. Ina venturi type carburetor, the gas nozzle is located at the point of greatest pressure drop inside the venturi, ‘This creates 4 suction within that nozzle that varies with changing rate of air flow and causes a greater volume of gas to be metered at heavier loads and a lower volume at lighter engine oad. 124AIR INLET As INLET (FROM REGULATOR) J+—sASOLINE CARBURETOR WIN JET ADJUSTMENT (GASOLINE) To INTAKE: MANIFOLD FIGURE 12-1 ~~ COMBINATION GAS-GASOLINE SYSTEM, K662 At idle speed, the velocity of air through a carburetor may not be high enough to draw sufficient fuel to sustain operation. For thie reason, some carburetors have an idle line which carrice a certain, amount of fuel from the secondary regulator to the air intake side of the carburetor where it is intro duced at the lower idle speeds. When fuel demand drops to a certain point, the regulator diverts fuel from the main fuel system into the idle fuel system, On cazburetore with thie setup, the idle mixture adjustment is made at the regulator rather than at the carburetor. The throttle valve within the carburetor regulates the rate of air flow through the carburetor. When an engine is at top speed, this valve is wide open and offers little restriction to air flow. Closing the throttle causes decrease in air flow and lowers engine speed and power. Ae the valve closes, pressure builds up behind the valve which reduces pressure through the venturi and past the fuel nozele ‘The ratio of alr to fuel ix thus Kept fairly constant at varying =peeda. ‘The diaphragm type uses a diaphragm activated air-gas valve to proportion the flow of air and gas: A metering valve is linked to the diaphragm, thorefore the greater the air flow, the greater the Valve opening and a corresponding increase in intake of gas. Since the valve was opened only by a Vacuum created by passage of air, it closes completely when the engine is stopped. On engines with the gasoline carburetor, an adapter is installed between the carburetor and air cleaner. The adapter consists of a gas jet and venturi. Accurate metering of the gas is accomplished by load and starting or idle adjustment screws in the body of the adapter On some other systems, a balance lise is used to avoid the problem of overrich fuel mixture which can be caused by restricted air flow due to a clogged air cleaner. The balance line i¢ connected to the atmospheric side of the secondary regulator and to the carburetor air hora, ‘This balance insures s constant ratio of fuel to air under varying degree of air cleaner restriction, OPERATING INSTRUCTIONS — GAS FUELED ENGINES Because of the nature of the gaseous fuels, slightly different procedure should be followed when starting and making initial adjustment oa gas fueled engines. Adjustments vary according to the type of equipment used. For example, the idle fuel adjustment is made at the secondary regulator on some systerns while on other types, this is done on the carburetor. The different types of carburetors Aad regulator equipment are described ia the remainder of this section. Adjustment instructions are stated for each type along with a brief description of the operating principles plus necessary service and reconditioning information. 12.2GAS ADAPTERS (COMBINATION GAS — GASOLINE) Engines having standard gasoline carburetors are modified to aleo use gaseous fuele thru the addition of a gas adapter plus the necessary gas pressure regulatory equipment. The gas adapter is installed on the air intake side of the carburetor. The adapter consists of a venturi and gas jet arrangement with an external main fuel (Joad} adjustment and usually an idle fuel adjustment. Soe Figure 12-2 (K482) and Figure 12-1) (K662) for initial settings. The combination system must also include fuel shut-off valves in both ga and gasoline lines to facilitate switching from one fuel to the Gas Operation: Before ewitching from gasoline to gas, digconnect tho automatic choke lead wire on Engines equipped with electric choke, Tape end of lead wire to prevent grounding then proceed as follows: 1. Close gasoline shut-off valve (usually located on fuel filter). Open gas valve in gas fuel Line. 2, Depress gas primer {if so equipped) then atart engine, Use Step 3 if final adjustments are needed. 3, Allow engine to warm up to normal operating temperatures. Move throttle control to normal operating speed and place engine under load. Loosen locknut then move load adjust~ ment in until engine etarte to slow dowa from lean mixture then back out on adjustment past the point where engine apeed picks up thon slows down again from overrich misture--locie adjustment at point halfway between overrich and lean settings. If engine runs unsteady at no load, idle speeds, move idle adjustment screw in or out to attain smoothest idle. Gasoline Operation: Reconnect electric choke lead (when used) then shut off gas valve and open gaso- i valve. Ieengine is so equipped, prime gasoline system with priming lever on fuel pump. See Gasoline Carburetor in Section 4 if adjustment is needed. SECONDARY REGULATOR (MODEL KH) MAIN FUEL (LORD)) ADJUSTMENT FUEL ANLET| 74 NPT) IDLE FUEL ADJUSTMENT FIGURE 12-2 -- COMBINATION GAS-GASOLINE SYSTEM, KAB2 12.3GAS CARBURETORS KOHLER $4-271105 (KG1) GAS CARBURETOR ‘The model KGI is a venturi and nozzle type straight gas carburetor suitable for use with Natural gas and LPG. This carburetor le weually used with the Model B secondary regulator (Kobler #A-265082) and with idle and balance Line connections. eration: The carburetor features a separate gas system for enriching the fuel mixture during start~ GETAVith the choke plate lo cloned, gag flows theu the special starting orifices, Tho starting mlature can be varied to facilitate casy starting in changing weather conditions by means of the starting adjust- ment screw. Since the main fuel system is blocked and the engine operates on the "rich" starting mixture when the choke plate is closed, the choke must be returned to the full open position soon after the engine starts, The choke plate is strictly a two position device with no intermediate positions--it is either in full open or full closed positions, ‘When the choke Is opened and the throttle plate is advanced beyond the dle speed range, gs enters the carburetor thru the gas nozele in volume proportionate to the velocity of air through the venturi. The velocity is, in turn, controlled by position of the throttle plate. The balance line com- pensates for restrictions, such'as clogged air cleaner, to keep the fuel-air ratio constant, When the Earottle is returned to the idle position, the velocity of air may aot be sufficient to induce enough ga to sustain operation. The KGl carburetor has a separate idle fuel system which allows continued operation at slow idle speeds. Adjustment: Carburetor (and regulator where applicable) adjustments are made in the factory and ‘Feadjustiment should not be necessary until carburetor is reconditioned or disassembled for some other Feagon, The initial adjustments on carburetor {and B regulator) are 1, Starting adjustment ~~ 1-1/4 turns open (from full closed position). 2, Toad adjustment -- 4 curne opea. 3. Tale adjustment -- 1-1/2 turns open. Make this adjustment on B regulator. MATIC FUEL (LOAD) auustaen | AIR INTAKE (4 TURNS OPEN). BALANCE LINE ‘CONNECTION (1y8" PIPE TAP) STARTING (CHOKE) ADOUSTNENT (1-1/4 TURKS OPER) FUEL INLET ON OPPOSITE SIDE ~ 3/4" PIPE TAP THROTTLE LINKAGE IDLE LINE CONNECTION Telecel ‘PIPE TAP) WAKE IDLE ADJUSTMENT (OW REGULATOR (1-1/2 TURNS 0 EN FIGURE 12-3 -- KG) GAS CARBURETOR - ADJUSTMENTS 12.4TIROTTLE SHAFT 6 Se choke sua tyowe veren \f SSE ' It 1 i 1 It 1 24 ' 1 ' t ' 1 1 SE atts) 5 MOLE YO e/a ne BiH Bae THROTTLE PLATE FIGURE 12-4 —- KG] GAS CARBURETOR - DISASSEMBLED VIEW Final adjustments are made as follows: 1. Close choke and start engine, Hold choke in closed position and adjust starting mixture. Loosen locknut then move setserew until engine speed picks up from richer mixture--con~ tinue turning toward richer setting until speed drops slightly from overrich setting. Lock setecrew in thie position then move choke to open position. 2, Allow engine to warm up then return throttle to idle speed. Check RPM with tachometer and edjust to proper idle speed. Move idle adjustment in or out until smoothest idle is attained. Open throttle and place normal load on engine. Loosen lockaut then turn lead adjustment in (Ioan) until ongine speed starts to drop then turn adjustment out until speed increases again then drops due to overrich setting--move adjustment halfway between lean and rich settings for best mixture for normal load conditions, Tighten aut on load adjustment after final setting is sttained, Reconditioning Procedure: The KG1 does not require servicing on a regular basis, however, if the Taiburetor canner be adjusted to give satisiactory performance it should be completely disassembled and zeconditioned. All necessary replacement gaskets, seals, etc. , are included in the Kohler Repair Kit for thie carburetor--reter to the Parts Manual (K662) for the correct part number. Recondition carburetor as follows: (Wash parts in solvent, blow out all passages.) 1, Disconnect balance, idle and fuel inlet lines, algo throttle and choke linkage at carburetor. 21 Remove carburetor from engine for bench disassembly 3) Separate throttle body from air horn-noz#le housing (remove four capecrews}. Recondition these units separately, 4, Remove two brass screws on throttle plate, slip plate out of slot in shaft. Loosen setscrew, remove collar then pull shalt out of body. Inspect shaft and bushings~-replace if worn or Gamage. Always use new dust seals, Remove acrew holding venturl to body (screw also used for identification tag) then remove venturi and inspect. Make sure hole in venturi lines up with pin hole tn throttle body when reinstalling. After thoroughly cleaning, reassemble throttle body components. 5. Remove cover plate, choke plate, choke lever, choke shaft, load and starting adjustment screws then thoroughly clean aiz horn and nozzle housing. ‘Make sure all passages are blown out with air hose, Use new dust seal on choke shait, replace damaged parts and all gackete, Reassemble parte, 6. Reassemble throttle body to'air horn-nozzle housing (new gasket between) then reinstall carburetor with new gasket on manifold, Aiter reconnecting lines, make initial adjuel ments on carburetor. 12.5